3SS 


UNIVERSITY  OF  ILLINOB-URBANA 


3  0112  062003709 


REPORT 


DIRECTORS  OF  INTERNAL  IMPROVEMENT 


ON  THE  SUBJECT  OF 


RAIL  ROADS. 


TRANSMITTED  TO  THE  LEGISLATURE 


^      JANUARY  SESSION,  1830. 


tfostou  : 

DUTTON  AND  WENTWORTH,    FIUNTERS  TO  THE  STATE. 

N«*    1  and  4  Exchange  ir  ■ 

"lSSO. 


eouuuoutoeaitfj  of  J&assatfjuaetts, 


In  Senate,  Jan.  14th,  1830. 
Ordered — 

That  fourteen  hundred  copies  of  the  Report  of  th 
Directors  of  Internal  Improvement,  be  printed  for  th 
use  of  the  General  Court. 

Attest,         PAUL  WILLARD,  Clerk. 


N\^£u~ 


eomwoutoeaUtj  of  iaaaaadjusctts. 

i 


&> 


To  the  Honorable  the  Senate,  and  the 

Honorable  the  House  of  Representatives. 

The  Directors  of  Internal   Improvement  havo    the 
honor,  herewith,   respectfully  to  submit  such  further  in- 
formation upon  the  construction  and  utility  of  Rail  Roads 
as  they  have  been  enabled  to  obtain,  in  compliance  with 
a  concurrent  order  of  the  two  Houses  of  the  Legisla- 
ture, at  the  last  session.     Considering  the  duty  assigned 
"  them,  by  the  terms  of  their  Commission,  as  merely  min- 
terial,  in  collecting  and  presenting  facts  applicable  to 
^the    "practicability  and  expediency"  of  adopting  this 
particular  species  of  improvement,  they  feel  constrained 
to  confine  themselves  to  a  communication  of  the  result 
of  such  examinations  as  they  have  directed,  and  of  the 
^practical  operations  which  have  fallen  within  the  scope 
of  their  inquiry,  as  evidence  to  others,  rather  than  to 
oiler  observations,  which  arc  the  effect  of  the  additional 
information     thus    acquired,    upon   their   own   minds. 
They  will  not  forbear,  however,  to  add  an  expression  of 
satisfaction,  that  all  their  previous  anticipations  of  the 


value  of  such  Improvements  are  abundantly  confirmed, 
and  that  they  feel  an  assured  confidence  in  the  correct- 
ness of  the  calculations  and  estimates  of  the  expense  of 
their  construction,  as  well  as  the  inducements  to,  and 
promise  of  advantage  from  their  enjoyment,  which  in  a 
former  Report,  they  so  fully  ana  unequivocally  expressed. 
It  was  deemed  expedient  to  ascertain,  in  the  first  place, 
how  far  the  face  of  the  country,  and  the  manner  of  exe- 
cuting the  work  of  constructing  Rail  Roads,  in  other 
places,  would,  upon  comparison,  afford  encouragement 
to  similar  undertakings  in  Massachusetts.  The  Directors, 
therefore,  sought  to  avail  themselves  of  the  experience 
which  other  States  had  already  acquired  on  this  subject. 
It  was  known  that  Pennsylvania  had  engaged  extensively 
in  similar  enterprizes,  after  the  best  means  had  been  re- 
sorted to,  for  direction  in  her  plans  of  public  improve- 
ment.    The  People  and  State  of  Maryland,  also,  had 
undertaken  one  of  the  greatest  enterprizes  of  the  age, 
in  the  Baltimore  and  Ohio  Rail  Road,  upon  the  most 
careful  investigation  of  the  principles  and  character  of 
this  mode  of  intercommunication,  and  upon  critical  in- 
quiries into  its  practical  operation  upon  the  business  and 
interests  of  Society.     Scientific  men  had  been  sent  to 
Europe,  expressly  charged  to  obtain  all  the  information, 
which  the  introduction  and  use  of  Rail  Roads  there, 
could  afford,  and  the  result  had  been,  a  decision,  in  both 
of  the  aforementioned  States,  in  favor  of  their  equal 
applicability  to    the    circumstances   and   occasions   of 
Transportation,  in  our  own  Country.     With  a  view  to 
the  knowledge,  which  might  be  obtained,  by  an  exami- 
nation of  the  works  which  were  thus  in  progress,  and 
from  a  direct  communication  with  those  who  had  their 
superintendence,  a  Committee,  composed  of  one  of  the 


Members  of  the  Board,  and  the  Engineer,  who  had  been 
employed  in  the  Survey  of  the  Providence  Route,  and 
whose  intelligence  and  accuracy  were  fully  approved, 
were  authorized  to  visit  the  scenes  of  those  improve- 
ments, and  to  make  the  inquiries,  and  procure  all  the 
information  which  could  be  found  useful,  in  the  proceed- 
ings which  were  to  be  had  here.  In  the  course  of  the 
season,  this  Committee  accordingly  examined  the  prin- 
cipal public  works  in  the  States  of  Pennsylvania  and 
Maryland,  and  have  made  a  Report  of  the  result  of  their 
4  observations,  which  the  Directors  herewith  transmit, 
and  request  may  be  received,  as  part  of  the  execution 
of  their  Commission. 

It  will  be  seen,  that  the  State  of  Pennsylvania  is  deeply 
committed  to  the  objects  of  Internal  Improvement.  The 
extent  to  which  she  is  at  this  time  engaged,  in  Canals 
and  Railways,  either  on  the  public  account  or  in  joint 
stock  associations  of  her  Citizens,  exceeds  Twelve  hun- 
dred miles,  at  an  estimated  cost  of  Fifteen  Millions  of 
Dollars.  The  Committee  found  no  degree  of  discour- 
agement entertained,  on  account  of  the  magnitude  of 
these  undertakings,  or  from  any  obstacles  which  had 
been  presented  to  their  accomplishment.  On  the  other 
hand,  they  met  every  where,  on  the  routes  of  their  loca- 
tion, the  strongest  manifestation  of  the  improvement  of 
country,  by  the  progress  of  the  works,  and  received  as- 
surances of  the  entire  dependence  of  the  interests  of 
trade,  manufactures  and  agriculture,  upon  their  success- 
ful completion. 

In  the  description  of  the  Baltimore  and  Ohio  Rail 
Road,  an  explanation  is  afforded  of  the  great  expense 
of  its  construction.  The  most  extraordinary  difficulties 
arc  there  overcome,  and  excessive  sacrifices  made,  to 


conform  to  a  preferred  location  of  the  Road,  in  reference 
to  its  approach  to  the  City  of  Baltimore.  High  em- 
bankments, deep  cuttings,  magnificent  Bridges  and  Via- 
ducts of  solid  masonry,  faced  and  ornamented  with 
hammered  granite  brought  from  great  distances,  are  the 
occasions  of  cost,  which  are  not  usually  within  the  esti- 
mates of  such  improvements,  and  exclude  all  comparison 
between  that  work  and  others,  which,  anywhere  else, 
have  been  projected.  Yet  is  the  enterprize  still  prose- 
cuted with  a  zeal  and  confidence  of  success,  which 
admits  no  distrust,  on  this  account,  of  the  attainment  of 
the  ultimate  object.  The  considerations  of  encourage- 
ment, which  the  promised  advantages  from  its  use  have 
presented,  are  strikingly  applicable  to  the  circumstances 
of  our  own  State,  in  relation  to  an  improved  communi- 
cation, between  the  Capital  and  the  trade  of  the  North 
River. 

On  the  route  of  this  Road,  the  Rails  have  been  laid 
for  nearly  two  miles  from  the  City,  upon  which  experi- 
ments of  the  most  satisfactory  character  have  been 
recently  made,  in  the  rapid  passage  of  Carriages,  moved 
by  Horse  power.  The  Way  is  graded,  and  prepared 
to  receive  the  Rails  for  nearly  twenty  three  miles  fur- 
ther, and  great  progress  has  been  made  upon  other 
sections  of  the  route.  The  estimated  cost  of  the  whole 
work  exceeds,  more  than  tivofold,  that  of  all  the  improve- 
ments taken  together,  which  have  been  proposed  in 
Massachusetts.  The  State  is,  at  the  same  time,  engag- 
ed in  another  Rail  Road  from  Baltimore  to  the  River 
Susquehanna,  the  first  stone  of  which  was  laid  in 
August  last,  and  upon  which  much  labour  has  already 
been  done.  Besides  all  this,  the  mighty  project  of  the 
Chesapeake  and  Ohio  Canal  is  in  a  state  of  vigorous 
prosecution. 


Through  the  instrumentality  of  an  application,  by  the 
['resident  of  this  Board  to   His  Excellency   Governor 
Martin  of  Maryland,  the  Directors  were  put  in  posses- 
sion of  much  more  minute  information,  on  the  subject 
of  the  public  works  in  that  State.      Among  the  Docu- 
ments herewith  transmitted  to  the  Legislature  will  be 
found  an  original  communication  from  Colonel  Long 
of  the  United   States    Topographical    Engineers,  and 
President  of  the  Board  of  Engineers  employed  on  the 
Baltimore  and  Ohio  Rail  Road,  containing  precise  an- 
swers to  definite  inquiries,  which  were  proposed  in  rela- 
tion to  the  progress  of  that  principal  work,  and  also  on 
the  general  subject  of  this  kind  of  construction,  the  best 
application  of  moving  power  in  its  improvement,  and 
the  preference  to  be  given  to  it,  over  other  modes  of 
conveyance.      This  valuable  Document  was  expressly 
prepared  for  the  instruction  of  this  Government,  and 
entitles   the    distinguished  Officer,  who   promptly  and 
gratuitously  furnished  it,  to  very  grateful  acknowledg- 
ments.    In  the  authentic  character  of  the  information 
which  it  contains,  where  we  have  the  known  results  of 
the  application  of  scientific  principles  to  the  laws  of 
matter,  and  of  practical  experience  in  the  operations  of 
labour,  the  Directors  are  spared  the  occasion  of  repeat- 
ing their  own  observations  upon  the  same  subjects  of 
inquiry,  which  were  presented  to  their  attention.      It 
will  well  supply  the  place  of  opinions  and  suggestions, 
which  less  particular  information  obtained  elsewhere, 
would  otherwise  have  required  them  to  make,  and  must 
be  received  as  an  acceptable  substitute  for  any  detail  by 
themselves,  in  regard  to  whatever  it  embraces. 

From  a  comparison  of  the  description  which  is  given 
of  all  the  works,  both  in  Pennsylvania  and  Maryland, 


8 

with  the  Surveys  which  have  been  had  here,  it  cannot 
fail  to  be  seen,  that  we  have  few  of  the  difficulties  to 
overcome,  which  are  found  in  those  States.  The 
Country  here  is  less  broken  into  deep  and  precipitous 
inequalities  of  surface,  the  elevation  is  no  where  so 
great  for  a  like  distance  of  way,  upon  any  proposed 
route  for  a  Road,  the  earth  is  oi  a  kind  more  easy  of 
removal  and  graduation,  and  materials  are  both  more 
abundant  and  better  suited  to  the  construction  of  the 
tracks.  The  courses  of  location,  also,  are  in  the  gen- 
eral, more  direct.  It  would  seem  too,  from  the  infor- 
mation furnished  us,  that  the  work,  even  there,  may  be 
constructed  at  a  rate,  having  regard  to  the  character  of 
the  ground,  as  low  as  the  estimates  which  have  been 
made  with  us.  '  Iron  for  the  Rails  has  actually  been  ob- 
tained, at  less  cost,  and  some  contracts  for  excavating 
and  removing  earth  and  preparing  the  way  for  the  Rails, 
have  recently  been  entered  into,  at  a  price  below  the 
allowance  in  the  estimates  of  our  own  Engineers. 
These  latter  circumstances  are  particularly  deserving  of 
note,  as  fortifying  the  reliance  which  may  be  placed  upon 
the  sufficiency  of  former  calculations  for  similar  works, 
in  this  Commonwealth. 

In  the  prosecution  of  the  inquiries  to  which  our  atten- 
tion has  been  directed,  we  have  been  called  to  receive, 
in  astonishment,  the  accounts  which  are  given,  of  recent 
experiments  in  England,  upon  the  capacity  and  adapta- 
tion of  Steam  Carriages,  as  a  self-moving  power  over 
Rail  Roads.  This  invention  promises  to  produce  a  new 
era  in  the  business  and  arrangements  of  Society.  The 
effects  which  are  to  result  from  it  can  hardly  be  com- 
passed by  the  anticipations  of  the  most  sanguine.  Dis- 
tance is  lost  in  the  application  of  this  power  to  the  pur- 


poses  of  conveyance.      A    rate  of  travelling,   with  a 
velocity  of  from  20  to  ;]()  miles  the  hour,  is  fully  demon- 
strated to  be  within  the  capacity  of  these  Engines,  and 
the  ease,  safety,  and  economy  of  this  mode  of  dispatch 
are  made  equally  apparent.     Thus  will  Intercourse  of 
every  description  be  facilitated.    Places  of  market,  here- 
tofore considered  too  remote  from  each  other  for  inter- 
communication, will  be  rendered  easily  accessible.    The 
labour  bestowed  upon  transportation,  will  be  spared  to 
the  purposes  of  production  ;  and  that  diffusion  of  wealth 
which  is  the  fruit  of  trade,  extended  through  City  and 
country,  from  the  mart  of  commerce  to  the  field  of  the 
Husbandman's  culture,  and  through  the  Workshops  of 
the  Mechanic  and  Manufacturer,  will  be  richly  experi- 
enced.    Whenever  the  time  shall  arrive  for  the  intro- 
duction of  these  machines  into  the  United  States,  the 
inexhaustible  beds  of  coal  which  have  been  discovered, 
will  supply  abundant  fuel  for  Engines,  while  the  ways 
over   which  these   move,  will  render   the   facility  and 
cheapness  of  that  supply,  the  strongest  inducement  to 
their  use.     Yielding  entire  confidence  to  the  accounts 
of  the  experiments  to  which  we  have  referred,  we  deem 
it  proper  to  offer  to  the  Legislature,  as  part  of  the  in- 
formation which   may  be  expected   from  this  Report, 
various  extracts  from  periodical  publications  in  Europe, 
to  show  how  greatly  the  advantages,  heretofore  propos- 
ed from  Railways,  arc  increased  in  prospect,  by  recent 
discoveries. 

The  Directors  are  not  aware,  in  conclusion,  that  there 
is  any  thing  more  for  them  to  add  to  the  Report  of  their 
Committee,  which,  in  connexion  with  the  communica- 
tion of  Colonel  Long,  the  extracts  before  referred  to, 
together  with  the  foregoing  remarks,  will  present  all  the 
2 


10 

information  of  which  they  are  possessed,  upon  the  sub- 
jects of  inquiry  proposed  by  the  order  of  the  Legisla- 
ture, and  in  compliance  with  which  the  same  is  humbly 
submitted. 

LEVI  LINCOLN, 
NATHAN  HALE, 
DAVID  HENSHAW, 
GEORGE  BOND, 
THOMAS  W.  WARD, 
WILLIAM  FOSTER, 
ROYAL  MAKEPEACE. 

Boston,  January  12th,  1S30. 


I! 


REPORT 

Of  Edward  II.  Kobbins,  and  James  Hayward,  Esqrs., 
who  were  appointed  to  visit  the  Works  of  Internal  Im- 
provement in  the  States  of  Pennsylvania  and  Maryland. 

To  the  Board  of  Directors  of  Interoal  Improvement. 

Boston,  December  15,  1829. 

Gentlemen, — 

Having,  in  pursuance  of  your  request,  visited 
the  States  of  Pennsylvania  and  Maryland,  for  the  pur- 
pose of  examining  the  public  works  and  other  internal 
improvements  in  these  States,  to  collect  facts  which 
should  throw  light  upon  the  question  of  adopting  a  sys- 
tem of  inter-communication  by  rail- roads,  now  before 
the  Legislature  of  this  state, — we  Report  the  following 
facts  : — 

"We^firstjvisited  the  Delaware  and  Hudson  Canal  and 
Rail-road,  constructed  for  the  purpose  of  conveying  coal 
from  the^Lackawannock  valley,  near  the  North  branch 
of  the  Susquehanna  River,  to  the  Hudson  River.  This 
Canal  commences  near  Kingston  on  Hudson  river,  90 
miles  from  the  city  of  New  York,  and  runs  in  a  south- 
westerly direction  to  Delaware  river,  near  the  northern 
extremity  of  New-Jersey  ;  up  the  Delaware  to  the 
mouth  of  the  Lackawaxen  river,  and  thence  along  the 
Lackawaxen  to  its  head  waters  in  Honesdale  in  Wayne 
county,  Pennsylvania 


12 


The  whole  length  of  this  canal  from  the  Hudson  to 
Honesdale,  is  108  miles.  The  average  cost  per  mile  is 
about  #18,000.  The  Delaware  division  cost  $20,000 
per  mile.  This  great  expense  of  construction  was  oc- 
casioned by  the  exceeding  roughness  of  the  country 
through  which  it  is  carried,  the  large  amount  of  rock 
excavation,  and  the  great  extent  of  river  wall  and  other 
stone  work  along  the  banks  of  the  Delaware,  Lacka- 
waxen,  and  Neversink  rivers,  as  well  as  the  great  amount 
of  lockage  in  proportion  to  the  length  of  the  canal  ; 
there  being  1088  feet  in  the  108  miles. 

Another  circumstance  which  enhanced  very  much  the 
expense  of  construction,  is,  that  a  considerable  portion 
of  this  work  was  undertaken  in  an  entire  wilderness, 
where  provisions  and  other  accommodations  for  the 
laborers  were  obtained  at  great  inconvenience  and  cost; 
and  whore  all  transportation  of  materials  for  the  various 
structures,  was  done  under  the  greatest  disadvantages. 
From  the  terminus  of  this  canal  in  Honesdale,  a  rail- 
road 16  miles  in  length  connects  it.  with  a  coal  bed  in 
Carbondale  on  Lackawannock  creek,  a  tributary  to 
the  Susquehanna  River,  in  the  county  of  Luzerne. 
The  general  level  of  the  coal  bed  is  nearly  the  same  with 
that  of  the  canal  basin  in  Honesdale  ;  but  the  interme- 
diate country  (Lackawannock  Mountain)  rises  800  feet 
above  this  level.  This  rise  of  800  feet  from  the  coal 
bed  is  surmounted  in  the  first  3J  miles,  upon  the  rail- 
road, by  five  inclined  planes  of  from  2,000  to  3,000  feet 
each,  with  short  intermediate  levels.  The  loaded  cars 
are  drawn  up  these  planes  by  stationary  steam  engines, 
by  an  endless  chain  passing  round  pullies  at  the  head 
and  foot  of  the  plane,  while  the  empty  cars  being  at- 
tached to  the  opposite  part  of  the  chain*  descend  by  a  side 


13 

track  parallel  to  the  main  way.   The  inclination  of  these 
planes  is  from  1  in  20  to  1  in  12. 

From  the  summit  towards  Honcsdalc,  there  is  a  descent 
of  6  feet  in  the  first  lj  miles.  From  this  place  the  cars 
descend,  by  stationary  conducting  apparatus,  three 
planes,  (of  4260  feet,  1560  feet,  and  910  feet,)  inclined 
to  the  horizon  in  an  angle  of  1  to  12,  with  intermediate 
planes  of  such  inclinations  as  will  admit  of  the  cars  des- 
cending by  gravity,  with  no  other  regulation  of  their 
speed  than  what  may  be  given  by  the  application  by 
their  conductors,  of  a  break  to  the  circumference  of 
the  wheel. 

Up  these  easy  inclinations  the  empty  cars  are  drawn 
by  horses  ;  there  being  a  side-track  about  mid-way,  in 
each  of  them,  where  the  trains  of  waggons  moving  in 
opposite   directions,   pass  each  other.     One    of  these 
planes  is  nearly  6  miles  in  length  ;  they  have  an  incli- 
nation of  from  27  to  44  feet  in  a  mile.     We  passed  up 
one  of  these  planes  of  between  3  and  4  miles  in  length, 
in  a  train  of  4  waggons  and  12  men,  with  some  other 
luggage,   drawn  by  a  small  horse  of  very  ordinary  ap- 
pearance, which  did  not  break  his  trot  for  the  whole 
distance.     The  waggons  weigh  a  net  ton  each;  and  the 
other  part  of  the  load  drawn  by  this  animal,  may  be 
fairly  estimated  at  another  ton  ;  making  in  all  five  tons. 
The  inclinations  in  these  long  planes  arc  greater  than 
it  is  proposed  to  admit  in  the  projected  rail-way  from 
Boston  to  Providence  ;  and  even  as  great  as  will  be 
necessary,  except  in  a  few  instances  and  those  for  short 
distances,  in  the  route  surveyed  by  Mr.  Baldwin  to  Con- 
necticut river.     This,  however,  was  considered  no  trial 
of  the  animal's  power  ;  the  train  being  one,  which,  in 
the  ordinary  course  of  their  business,  happened  to  be 


14 

passing  at  the  time  at  which  we  wished  to  pass  up  the 
road. 

This  rail-road  consists  of  a  single  pair  of  tracks  of 
wooden  rails,  six  inches  by  ten,  with  an  iron  plate  rail,  2J 
inches  by  h  an  inch,  screwed  upon  them,  and  supported 
by  cross  sleepers  at  intervals  of  about  ten  feet. 

This  structure,  it  will  be  perceived,  is  very  similar  to 
the  rail -road  at  Quincy,  except  that  the  iron  rails,  in- 
stead of  being  supported  by  an  oak  scantling,  are  fas- 
tened directly  to  the  main  rail  which  is  of  hemlock,  a 
wood  perhaps  less  suitable  for  this  purpose  than  the 
hard  pine  of  this  part  of  the  country.  Where  the  road 
crosses  ravines  or  hollows,  the  track  is  supported  by  up- 
right timbers  from  the  ground,  to  which  the  sleepers  are 
framed. 

It  may  be  proper  here  to  remark  that  the  place 
above-mentioned,  which  we  ascended  in  a  train  weigh- 
ing 5  tons,  is  designed  for  the  use  of  a  small  locomotive 
engine  :  but,  the  road  not  being  entirely  ready  for  the 
locomotive,  a  temporary  horse  path  has  been  con- 
structed of  the  neighbouring  earth,  (except  where  the 
road  is  raised  some  distance  above  the  surface,)  in  which 
case,  the  horse  path  is  of  plank.  This  earth  is  of  a 
clayey  character;  and,  owing  to  the  recent  rains,  was 
at  the  time  we  visited  it,  extremely  muddy.  It  is  mani- 
fest, that  with  a  good  gravelled  or  macadamized  path, 
the  horse  would  carry  a  far  greater  load  with  the  same 
ease.  It  is  also  a  well-ascertained  fact,  that  a  horse 
will  draw  a  much  greater  load  upon  a  rail-way  of  gra- 
nite than  upon  one  of  wood. 

The  stationary  conductors  upon  the  three  planes  de- 
scending towards  Honesdale,  are  what  are  called  pneu- 
matic convoys,  an  apparatus  by  which  the  inertia  of  the 


15 

atmosphere  is  made  use  of  to  prevent  a  too  great  veloc- 
ity of  the  descending  car. 

At  first,  such  a  system  of  inclined  planes  with  station- 
ary apparatus,  seemed  formidable :  But  the  dexterity 
with  which  they  arc  managed,  notwithstanding  the 
short  time  in  which  they  have  been  in  operation  ;  the 
facility  and  dispatch  which  they  give  in  surmounting 
great  elevations ;  and  their  simplicity  and  cheapness, 
are  strong  arguments  in  favour  of  adopting  them  where 
abrupt  acclivities  are  to  be  passed.  It  has  been  ascer- 
tained that  more  than  400  tons  per  day  can  be  passed 
through  this  system  of  planes. 

The  stationary  engines  of  thirty-horse  power  cost 
#8000,  each,  and  require  but  one  man  to  each  to  man- 
age them.  One  of  these  engines  consumes  about  a  ton 
of  coal  per  day,  which  costs,  delivered  at  the  engine, 
not  more  than  40  cents.  The  rail-way,  independent  of 
the  apparatus  for  passing  the  inclined  planes,  cost 
#6,500  per  mile. 

This  canal  and  Rail-road  were  constructed  solely  for 
the  purpose  of  transporting  the  anthracite  coal  found  in 
the  vicinity  of  Carbondalc,  to  the  Hudson  River ;  yet 
a  great  deal  of  incidental  trade  has  already  sprung  up 
along  the  line,  although  the  canal  has  been  but  a  short 
time  in  operation ;  unforeseen  advantages  are  begin- 
ning to  be  realized,  by  the  agricultural  interest,  for  many 
miles  on  each  side.  It  has  given  the  farmers  a  ready 
cash  market  and  high  prices  for  every  kind  of  produce 
which  they  have  to  sell,  while  it  has  diminished,  one 
half,  the  cost  of  such  heavy  articles  as  they  are  obliged 
to  transport  from  mercantile  towns.  Industry  and  en- 
terprize  are  thus  promoted  and  rewarded ;  the  value  of 
real  estate  is  greatly  enhanced  ;  and  towns  and  villages 


16 

are  already  springing  up,  where,  were  it  not  for  this  ca- 
nal, the  comforts  of  life  could  hardly  be  obtained  by  the 
most  untiring  industry.  And  we  have  been  elsewhere 
struck  with  the  evident  operation  of  the  same  principle, 
which  we  have  no  doubt  will  be  found  to  be  general. 
Throughout  those  parts  of  the  country  along  which  we 
travelled,  the  evidences  of  enterprize,  comfort,  thrift, 
and  intelligence  seemed  nearly  in  proportion  to  the 
facilities  oi  inter-communication. 

The  coal  of  Carbondale  is  somewhat  lighter  than  the 
Mauch  Chunk  or  Lehigh  coal ;  it  ignites  more  readily, 
and  burns  with  greater  freedom.  Coal  of  the  same 
character  shows  itself  at  intervals  along  the  Lacka- 
wannock  creek  and  through  the  Wyoming  valley  to  Wap- 
wallopen  creek,  an  extent  of  60  or  70  miles.  It  is 
probably  but  one  formation ;  and,  where  it  has  been  ex- 
amined, has  been  found  to  be  from  20  to  25  feet  thick. 
It  is  probably  several  miles  in  width. 

From  Carbondale  we  passed  down  the  Lackawan- 
nock,  and  thence  down  the  [Susquehanna  River  to 
York-Haven.  At  Pittston,  at  the  mouth  of  the  Lac- 
kawannock,  we  came  upon  the  route  of  what  is  called 
the  Middle  Division  of  the  Pennsylvania  Canal. 

It  may  be  proper  to  state  that  the  Pennsylvania  Ca- 
nal consists  of  five  divisions,  viz :  The  Transverse  Divis- 
ion commences  at  Columbia  in  Lancaster  county,  on 
the  east  bank  of  the  Susquehanna  River,  extends  along 
this  river  to  the  mouth  of  the  Juniata,  and  thence  up 
the  Juniata,  and  down  the  Kiskiminitas  and  Allegany 
rivers  to  Pittsburg.  The  whole  length  of  this  line  of 
communication  from  Columbia  to  Pittsburg  is  322  miles; 
the  general  direction  is  west-northwest ;  the  Allegany 
mountain  between  the  Juniata  and  Kiskiminitas,  is  to 
be  passed  by  a  rail-road  about  40  miles  in  length. 


17 

The  Middle  Division  extends  from  the  mouth  of  the 
Juniata  up  the  Susquehanna  to  the  junction  of  the 
North  and  West  branches  of  this  river  at  Northumber- 
land, and  thence  up  the  North  Branch  of  the  Susque- 
hanna to  the  boundary  line  between  Pennsylvania  and 
New-York.     The  length  of  this  division  is  204  miles. 

The  West  Branch  Division  commences  at  Northum- 
berland, about  40  miles  above  the  mouth  of  the  Juniata, 
and  extends  up  the  west  branch  of  the  Susquehanna  70 
miles  to  Dunnstown.  Beyond  this  place  the  canal  has 
not  yet  been  located. 

The  Eastern  Division  is  in  the  valley  of  the  Delaware 
River,  commencing  at  Bristol,  18  miles  above  Philadel- 
phia, and  terminating  at  Easton,  where  it  unites  with 
the  Lehigh  Canal,  which  is  owned  by  the  proprietors  of 
the  coal  mine  at  Mauch  Chunk.  From  Bristol  to  Eas- 
ton is  60  miles. 

The  Western  Division  is  to  extend  from  the  mouth  of 
the  Kiskiminitas  up  the  Allegany  River  and  French 
Creek,  and  thence  to  the  town  of  Erie,  on  Lake  Erie. 
Only  twenty  miles  of  this  division  are  yet  completed. 
Great  progress  has  been  made,  however,  towards  the 
entire  completion  of  the  other  divisions  of  this  important 
work. 

As  a  part  of  the  great  system  of  internal  improvement 
undertaken  by  this  enterprising  State,  is  the  Columbia 
Rail-Road,  which  passes  from  Philadelphia,  through  the 
counties  of  Chester  and  Lancaster,  to  Columbia,  the 
commencement  of  the  First  Division  of  the  State  Canal. 
The  length  of  this  rail-road  is  80  miles. 

Besides  these  Public    Works,  there    are,  within  the 
state  of  Pennsylvania,  belonging  to  joint  stock  compa- 
nies,  canals   and   rail-roads,   whose   aggregate  length 
3 


18 


amounts  to  475  miles ;  which,  added  to  the  state  works 
above  described,  gives  1231  miles  of  canals  and  rail- 
roads within  the  state  of  Pennsylvania. 

The  entire  cost  of  these  state  works  will  probably 
amount  to  15  millions  of  dollars.  This  expense,  how- 
ever, is  readily  incurred  by  those  who  represent  the  agri- 
cultural interests  of  the  Commonwealth,  with  the  feeling 
of  certainty  that  these  will  be  amply  remunerated  in  the 
various  sources  of  gain  which  this  system  of  inter-com- 
munication will  open  into  the  interior  of  the  state ;  in 
the  facilities  which  it  will  give  for  the  exchange  of  their 
domestic  products  for  necessary  and  useful  articles  of 
the  growth  and  manufacture  of  other  states;  in  the  en- 
couragement which  will  be  given  to  domestic  enter- 
prize  and  domestic  industry ;  and  in  the  comfort,  im- 
provement, and  happiness,  which  will  thus  be  promoted 
throughout  the  Commonwealth. 

The  inhabitants  of  the  great  valley  of  the  Susque- 
hanna, which  is  in  fact  a  large  portion  of  the  state,- would 
find  a  natural  outlet  for  their  produce  through  the  mouth 
of  the  Susquehanna  River,  to  Baltimore;  but  knowing 
the  advantages  of  having  a  choice  in  the  markets,  and 
the  means  of  dispatch  in  transportation,  they  are  now 
constructing,  for  the  purpose  of  securing  these  advanta- 
ges, the  «  Pennsylvania  Rail-Road,"  to  connect  the  mam 
trunk  of  their  State  Canal  with  the  city  of  Philadelphia ; 
notwithstanding  that  there  is,  between  these  places,  a 
communication  somewhat  less  direct,  by  the  Union 
Canal,  through  the  Swatara  and  Schuylkill  rivers. 

We  travelled  for  about  a  week  in  those  parts  of  the 
country  where  these  works  are  just  going  into  operation; 
we  conversed  with  the  people,  and  had  an  opportunity  of 
witnessing  the  incipient  influence  of  these  improvements 


19 

upon  their  feelings,  and  the  prospects  of  the  country. 
They  spoke  of  the  advantages  which  had  already  been 
realized  from  having  so  much  money  expended  in  the 
interior  of  the  country  ;  of  the  incidental  business  about 
to  grow  out  of  this  system  of  improvement,  independent 
of  the  increased  value  it  gives  to  the  general  products 
of  the  country,  and  the  corresponding  diminution  of  the 
cost  of  those  articles  which  are  brought  from  the  sea- 
board. J3ut  the  most  striking  illustration  of  the  ad- 
vantages to  be  derived  from  these  increased  facilities  of 
intcr-communication,  is  its  effect  upon  the  value  of  real 
estate.  Capitalists  from  Baltimore,  New  York,  and 
Philadelphia,  have  come  into  the  country  and  bought 
large  tracts  of  land  for  twice  and  even  three  times  the 
price  which  the  owners  would  have  been  glad  to  receive 
for  it  were  it  not  for  the  canals  and  rail-roads. 

Leaving  the  Susquehanna  river  at  York-Haven,  we 
next  visited  Baltimore  for  the  purpose  of  witnessing  the 
progress  of  the  Baltimore  and  Ohio  Rail-Road,  and  col- 
lecting facts  respecting  the  facilities  which  the  country 
affords  for  such  a  work,  and  the  manner  and  cost  of  its 
construction. 

Of  this  road  we  found  but  two  or  three  miles  actually 
completed ;  though  it  is  nearly  ready  to  receive  the 
rails  for  a  distance  of  25  miles  :  And  it  is  expected  that 
the  road  will  be  completed  for  this  distance,  early  in  the 
ensuing  summer. 

The  bad  weather,  and  the  great  depth  of  the  mud, 
occasioned  by  excessive  rains,  and  the  clayey  nature  of 
the  formations  through  which  the  road  is  constructing, 
prevented  us  from  following  the  line  of  the  road,  and 
extending,  as  far  as  we  had  intended,  our  examination 
of  the  facilities  which  the  face  of  the  country,  together 


20 

with  its  geological  features,  affords  for  a  work  of  this 
kind.  This  circumstance,  however,  was  of  less  impor- 
tance, as  the  politeness  of  the  Gentlemen  having  charge 
of  the  work,  furnished  us  with  plans  and  profiles  of  the 
ground,  and  communicated  every  kind  of  information 
with  so  much  particularity  as  to  leave  us  nothing  to  de- 
sire in  this  respect. 

This  rail-road,  which  is  to  open  a  communication  be- 
tween the  city  of  Baltimore  and  the  Ohio  River,  will  be 
about  350  miles  in  length.  From  Baltimore  it  passes 
in  a  southerly  direction,  seven  miles,  into  the  valley  of 
the  Patapsco  river ;  then  along  the  valley  of  the  west 
branch  of  this  river  to  Parr  Spring  Ridge,  which  sepa- 
rates the  waters  of  the  Patapsco  from  those  of  the  Mo- 
nocacy  river.  Thence  its  general  direction  is  south- 
westerly across  the  Monocacy  valley,  crossing  the  Mo- 
nocacy  river  in  the  vicinity  of  Pinkneytown,  and  meet- 
ing the  Potomack  river  at  a  place  called  the  Point  of 
Rocks,  at  the  foot  of  the  Catoctin  Mountain.  The  rec- 
tilinear distance  from  Baltimore  to  the  Point  of  Rocks 
is  50  miles  ;  the  distance  by  the  rail-road  is  70  miles. 

The  course  of  this  road,  it  will  be  perceived,  is  some- 
what more  circuitous  than  those  of  the  Massachusetts 
rail-roads.  The  distance  in  a  straight  line  from  Boston 
to  Springfield  is  82  miles:  the  length  of  the  proposed 
rail-road  between  these  two  places  is  only  95  miles. 
The  rectilinear  distance  between  the  proposed  termini 
for  the  Boston  and  Providence  rail-road,  is  39  miles  72 
chains  ;  the  distance  by  the  proposed  road  is  43  miles 
48  chains. 

The  route  of  the  Baltimore  and  Ohio  road,  at  the 
Parr  Spring  Ridge,  at  the  distance  of  23  miles  from 
Baltimore,   attains  an  elevation  of  836  feet,  a  height 


21 

more  than  300  feet  greater  than  that  of  the  Worcester 
summit  on  the  Boston  and  Hudson  rail-road,  and  nearly 
equal  to  the  highest  summit  between  Boston  and  Con- 
necticut river.  From  the  Parr  Spring  Ridge  eastward, 
there  is  a  fall  of  500  feet  in  the  first  fifteen  miles ;  a 
greater  difference  of  level  than  is  to  be  found  in  the  same 
distance  on  the  proposed  rail-roads  in  Massachusetts, 
east  of  Connecticut  river.  From  the  Parr  Spring  Ridge 
westward,  the  descent  is  600  feet  in  the  first  15  miles. 

The  route  of  the  rail-road  between  Baltimore  and  the 
Patapsco  river,  lies  across  deep  ravines,  and  elevations 
of  such  extent,  as  to  require  great  expense  in  excavation 
and  embankment.  We  observed,  in  a  short  distance 
from  the  commencement  of  the  road,  one  embankment  of 
one-fourth  of  a  mile  in  length,  and  57  feet  greatest  depth  ; 
and  another  of  half  a  mile  in  length,  and  varying  from 
12  to  17  feet  in  height.  At  the  distance  of  about  three 
miles  from  the  city,  there  is  a  cut  of  three-fourths  of  a 
mile  in  length,  and  70  feet  greatest  depth.  There  are 
other  extensive  embankments  between  this  point  and  the 
Patapsco  river ;  and  along  the  valley  of  that  river,  in 
that  part  of  the  road  now  nearly  prepared  for  the  recep- 
tion of  the  rails,  it  has  been  necessary  to  cut  through 
extensive  beds  of  limestone  and  hard  granite.  In  one 
instance,  the  road  is  carried  through  a  solid  rock,  the 
top  of  jvhich  is  58  feet  higher  than  the  surface  of  the 
road. 

We  mention  these  facts  to  show  the  difficulties  which 
the  conductors  of  this  work  have  had  to  encounter,  and 
the  enterprize  required  to  overcome  them ;  and  also  to 
justify  what  seemed  to  us,  before  we  knew  these  facts, 
an  extravagant  estimate  of  the  expense  of  constructing 
these  divisions  of  the  road.     But  a  comparison  of  the 


:# 


22 

work  actually  done  on  this  portion  of  the  road,  with  that 
which  would  be  required  in  preparing  the  surface  of  the 
rail-roads  which  have  been  proposed  in  Massachusetts, 
will  show  that  the  published  estimates  of  expense  for  the 
first  25  miles  of  the  Baltimore  and  Ohio  road,  are  low  in 
comparison  with  the  estimates  made  for  the  Boston  and 
Providence,  and  the  Boston  and  Hudson  Rail-Roads. 
The  excavation  and  embankment  in  the  first  seven  miles 
of  the  road  from  Baltimore  to  the  Patapsco  valley, 
amounted  to  1,284,197  cubic  yards.  The  excavation 
and  embankment  required  in  the  first  forty  miles  of  the 
proposed  road  from  Boston  towards  the  Hudson,  as 
given  in  Mr.  Baldwin's  estimates,  amounts  to  1,279,544 
cubic  yards.  The  whole  amount  of  excavation  and  em- 
bankment required  in  forming  the  ground  for  a  double 
rail-road  from  Boston  to  Providence,  is  984,856  cubic 

yards. 

These  considerations  afford  a  full  explanation  of  the 
great  expense  of  the  Baltimore  road,  in  comparison  with 
the  estimates  which  have  been  given  of  the  probable  cost 
of  the  rail-roads  proposed  in  Massachusetts. 

Another  circumstance,  which  goes  to  show  that  these 
estimates  forjthe  Massachusetts  Rail  roads  are  sufficiently 
high,  is,  that  the  cost  of  those  portions  of  the  Delaware 
and  Hudson  Canal  and  Rail-Way,  and  of  the  Pennsyl- 
vania Canal,  which  may  be  fairly  compared  with  analo- 
gous work  proposed  to  be  undertaken  in  Massachusetts, 
has  not,  so  far  as  we  could  learn,  exceeded  these  esti- 
mates. Excavation  of  earth  and  stone  of  various  kinds, 
embankment  and  stone  work,  where  the  facilities  in  the 
two  cases  seemed  to  be  equal,  have  been  actually  ac- 
complished, and  the  iron  for  the  rails  obtained,  within 
the  prices  estimated  for  the  same  work  in  Massachu- 


23 

setts.  And  now,  after  so  fair  a  trial  of  the  actual  cost  of 
this  kind  of  work,  the  conductors  of  the  Pennsylvania 
Rail-Road  have  recently  placed  \0  miles  of  that  work 
under  contract,  at  prices  less  than  those  which  were 
allowed  for  the  same  kind  of  work,  in  the  estimates 
made  for  the  Boston  and  Providence  Road. 

The  actual  expense  of  constructing  the  Baltimore  and 
Ohio  Road,  thus  far,  has  greatly  exceeded  the  first  esti- 
mates for  this  part  of  the  work.  The  explanation  of 
this  excess  of  the  actual  cost,  over  the  estimated  ex- 
pense, is  that  the  original  estimates  were  for  wooden 
bridges  over  the  several  streams  which  are  intersected 
by  this  part  of  the  road,  for  which  the  board  of  direction 
subsequently  determined  to  substitute  permanent  stone 
masonry. 

The  bridges  are  built  in  a  manner  which  for  dura- 
bility and  elegance  is  probably  unequalled  in  the  United 
States.  The  bridge  over  Gwynn's  Falls  is  300  feet  in 
length  and  50  feet  in  height  from  the  bed  of  the  stream 
to  the  road-way.  It  consists  of  two  arches,  one  of  80 
feet  chord  and  one  of  20  feet.  The  smaller  arch  is 
over  a  road  upon  the  bank  of  the  river.  The  structure 
is  of  hewn  granite;  it  contains  over  eleven  thousand 
perches  of  stone  masonry,  which  cost,  on  an  average, 
six  dollars  per  perch. 

Ten  miles  from  Baltimore  the  road  crosses  the  Pa- 
tapsco  river  by  a  stone  bridge  of  four  arches ;  the  two 
interior  arches  are  each  55  feet  chord,  and  the  two  ex- 
terior ones  are  each  20  feet  chord.  The  length  of  this 
bridge  is  375  feet,  the  height  is  45  feet.  There  are  in 
the  first  two  divisions  of  the  road,  that  is  in  the  first  25 
miles,  many  smaller  bridges,  of  stone  arches  of  from  10 
to  25  feet  chord.      We  did  not  see  the  bridge  over  the 


24 

Patapsco,  nor  any  of  the  bridges  in  the  Patapsco  valley ; 
but  we  understand  that  they  are  all  executed  in  the 
same  workmanlike  manner.  We  are  informed  that  in 
these  26  miles  there  are  fifty-six  thousand  perches  of 
stone  masonry,  all  of  this  permanent  kind. 

Another  circumstance  which  added  to  the  cost  of  this 
part  of  the  road,  was  the  sudden  and  uncommon  ad- 
vance in  the  price  of  labour  which  took  place  about  the 
time  this  work  was  commenced.  The  neighbouring 
state  of  Pennsylvania  had,  at  this  time,  large  portions  of 
her  canal  under  contract ;  which  not  only  gave  full  em- 
ployment to  her  own  labourers,  but  called  to  her  aid 
such  as  could  be  conveniently  spared  from  the  ordinary 
operations  of  husbandry  in  the  neighbouring  states. 
The  Chesapeake  and  Ohio  canal  was  commenced  sim- 
ultaneously with  this  rail-road,  in  its  immediate  vicinity, 
and  in  part  upon  its  very  site.  These  works,  from  being 
rivals  in  their  general  object,  became  rivals  in  their  pro- 
gress. The  call  for  laborers  was  beyond  the  immediate 
supply ;  and  contracts  were  made,  and  work  done,  at 
prices  much  above  the  ordinary  standard  of  wages. 
And  the  same  call  for  dispatch  continued  the  operations 
during  the  winter  and  rainy  seasons,  in  which  the  same 
amount  of  labour  is  much  less  effective  than  during  the 
other  seasons  of  the  year. 

Although  the  expense  of  constructing  this  division 
of  the  road,  has,  in  the  aggregate,  so  far  exceeded  the 
original  estimate,  there  are  portions  of  this  work  which 
have  fallen  short  of  the  estimated  cost.  The  conduc- 
tors of  the  work  are,  from  these  experiments,  able  to 
speak  with  greater  confidence  respecting  the  remainder 
of  the  line  ;  and  they  express  their  entire  belief  that, 
notwithstanding  the  change  of  plan  from  that  of  wooden 


25 

bridges  to  permanent  stone  work,  and  the  great  ex- 
pense incurred  in  this  part  of  the  road,  the  work  may 
still  be  completed  from  Baltimore  to  the  Ohio,  at  an  ex- 
pense certainly  not  greater  than  the  original  estimate  of 
#20,000  per  mile. 

The  stockholders  have  the  most  entire  confidence  in 
the  success  of  the  enterprize  ;  and  the  public  in  general 
seem  fully  aware  of  the  immense  advantages  which  this 
system  of  transportation  for  the  interiour  is  about  to 
open  to  the  various  sections  of  our  country.     The  citi- 
zens of  Baltimore  exhibit  such  a  fixed  conviction  of  the 
success  and  importance  of  the  enterprize  in  which  they 
have  embarked,  and  such  a  determined  spirit  in  its  pro- 
secution, that,  notwithstanding  the  magnitude  of  their 
undertaking,  depending  chiefly  on  individual  enterprize 
and  capital,  no  reasonable  doubt  exists  of  their  accom- 
plishing the  grand  end,  of  establishing  an  easy,  econom- 
ical, and  rapid  inter-communication  with  the  Ohio  river. 
The  practical  use  of  their  rail-road,  and  its  advantages 
to  the  trade  of  that  city  and  to  the  country  into  which  it 
is  to  open  a  communication,  are  so  little  the  subject  of 
doubt,  that  the  installments  amounting   to  twenty-five 
per  cent  of  the  whole  capital,  have  been  promptly  paid, 
and  in  many  instances  the  assessments  have  been  antic- 
ipated.    The  effect  on  property  is  already  perceptible ; 
sales  of  estate  are  oftener  effected  without  diminished 
prices ;  and  both  in   the  city  and  country  new  accom- 
modations and  facilities  for  business  are  in  preparation, 
which  have  reference  entirely  to  the  accomplishment  of 
this  important  work. 

We  had  much  conversation  with  one  of  the  engineers 
employed  by  the  Baltimore  and  Ohio  Company  to  visit 
the  rail-roads  in  Europe.      The  accounts  which  these 
4 


26 

gentlemen  give  of  the  operations  which  they  witnessed. 
are  of  the  most  satisfactory  nature.  And  we  confess 
that  the  experiments  which  are  now  making  in  those 
states  which  we  have  just  visited,  both  as  it  respects  the 
works  themselves  and  the  effects  which  they  are  pro- 
ducing in  those  parts  of  the  country  through  which  they 
pass,  have  very  much  strengthened  our  own  confidence 
in  the  ultimate  success,  and  in  the  great  importance  to 
the  people  of  our  own  state,  of  that  system  of  transpor- 
tation for  the  interior,  which  has  been  proposed  for 
Massachusetts. 

The  recent  experiments  which  have  been  made  in 
England  upon  rail-roads  and  rail-road  carriages,  have 
put  beyond  question  the  vast  superiority  of  this  method 
of  transportation  over  that  by  canals,  independent  of 
the  climate  and  the  face  of  the  country :  And  we  are 
fully  persuaded  that  no  part  of  the  United  States,  and 
perhaps  no  part  of  the  world,  possesses  greater  facili- 
ties, on  the  whole,  for  this  species  of  inter-communica- 
tion than  the  state  of  Massachusetts.  And  we  feel  a 
confident  hope  that,  while  other  states  are  enlarging 
their  resources  and  increasing  their  wealth  and  their 
means  of  general  improvement,  our  own  state  may  not 
be  left  to  tall  into  premature  decay,  but  enabled  to  par- 
ticipate in  the  growing  prosperity  of  our  country. 

Respectfully  your  obedient  servants, 

E.  H.ROBBINS,  Jr. 
JAMES  HAYWARD. 


27 


COMMUNICATION 

Of  Ccl.  Long,  President  of  the  Board  of  Engineers  of 
the  Baltimore  and  Ohio  Rail  Road  Company,  made  at 
the  request  of  the  President  of  that  Company,  in  reply 
to  certain  inquiries  addressed  to  the  latter  by  the  Presi- 
dent of  the  Board  of  Directors. 

Dear  Sir, 

The  letter  of  his  Excellency  Levi  Lincoln,  Governor 
of  the  State  of  Massachusetts,  which  you  have  done  me 
the  honor  to  put  into  my  hands,  and  to  request  an  expo- 
sition of  my  views  in  reference  to  the  several  topics 
therein  proposed,  claims  my  most  respectful  considera- 
tion not  only  on  account  of  the  importance  of  its  sub- 
ject but  of  the  source  whence  it  emanates,  and  the  chan- 
nel through  which  it  comes. 

Any  information  in  my  power  to  communicate,  shall 
be  cheerfully  given,  with  the  hope  on  my  part,  that  its 
deficiencies,  will  be  compensated  for,  by  details  far  more 
interesting  and  useful,  from  your  own  pen. 

The  subjects  in  relation  to  which  his  Excellency  has 
requested  information,  are  the  following,  viz : — 

1st.  The  progress  already  made  in  the  Baltimore  and 
Ohio  Rail  Road. 

2nd.  The  manner  in  which  the  work  is  constructing. 

3rd.  Cost  of  grading  the  Way. 

4th.  Materials  for  the  side  tracks. 

5th.  Difference  in  expense  between  double  and  Single 
tracks. 


28 

6th.  Relative  advantages  and  convenient  use  of  the 
one  and  the  other. 

7th.  Best  and  cheapest  application  of  powers  whether 
Stationary,  Locomotive  or  Animal. 

A  brief  discussion  of  these  topics  will  be  attempted  in 
the  order  just  given. 

1st.  Of  the  Progress  already  made  in  the  Baltimore  and 
Ohio  Rail  Road. 

A  definitive  location  of  the  Rail  Road  has  been  made 
through  a  distance  of  nearly  70  miles,  commencing  with- 
in the  city  of  Baltimore  and  terminating  at  a  place  on 
the  margin  of  the  Potomac  river  denominated  the  Up- 
per Point  of  Rocks.  The  principles  that  govern  in  the 
location  with  respect  to  the  horizontal  position  of  the 
road,  are,  that  its  direction  shall  be  as  straight  as  the 
nature  of  the  surface  will  admit,  consistently  with  the 
greatest  economy  ;  and  that  where  curvatures  are  una- 
voidable the  minimum  radius  of  curvature  allowable  upon 
the  main  line,  is  400  feet.  To  this  general  rule,  three 
exceptions  only  have  as  yet  been  deemed  advisable, 
viz.  two  in  the  valley  of  the  Patapsco,  in  reference  to 
one  of  which  a  radius  of  about  318  feet,  and  to  the 
other,  a  radius  of  210  feet  has  been  admitted.  The 
third  exception  has  taken  place  in  the  valley  of  Bush 
Creek,  in  reference  to  which  a  radius  of  about  280  feet, 
has  been  admitted. 

With  respect  to  ascents  and  descents,  the  system  that 
has  been  adapted  is  predicated  on  the  probable  relative 
amounts  of  tonnage  or  freights  in  opposite  directions 
upon  the  road,  which  have  been  assumed  in  the  propor- 


29 

tion  of  1  ton  Westward,  or  from   Baltimore,  to  5  tons 
Eastward,  or  to   Baltimore.     The    graduation  corres- 
ponding to  such  a  state  of  trade  is  a  declivity  of  about 
13  feet  per  mile  in  the  direction  of  the  greater  tonnage. 
Accordingly,  in  the  location  of  the  road,  an  ascent  of 
13  feet  per  mile  westward,  has  been  regarded  as  pre- 
ferable to  a  level.     Moreover,  it  has  been  pretty  satis- 
factorily ascertained,  that  a  horse  travelling  at  the  rate 
of  4  miles  per  hour,  can  draw  but  half  as  much  as  when 
his  speed  is  2  miles  per  hour,  which  is  equally  true  also 
with  respect  to  other  rates   of  speed.     The  ordinary 
working  gaits  of  a  horse  being  a  walk,  and  a  trot,  and 
the  speed  of  the  latter  being  about  double  that  of  the 
former,  a  computation  was  made  in  order  to  determine 
the  acclivity,  up  which  a  horse  moving  at  a  walk,  could 
draw  the  same  load  with  which  he  could  move  in  a  trot, 
upon  a  level  road.     On  comparing  the  result  thus  found 
with  the  inclination  before  mentioned  as  equivalent  to  a 
level,  the  conclusion  was  drawn,  that  the  appropriate 
load  for  a  trotting  horse  on  an  acclivity  of  13  feet  per 
mile,  could  be  drawn  with  equal  facility  by  the  same 
horse  walking,  up  an  acclivity  of  about  30  feet  per  mile  : 
— and  by  a  parity  of  reasoning,  the  appropriate  load  for 
a  trotting  horse  on  a  declivity  of  13  feet  per  mile,  could 
be  drawn  with  equal  facility  by  a  walking  horse  on  a 
dead  level. 

In  conformity  to  these  views,  and  for  the  purpose  of 
accommodating  the  surface  of  the  road  to  the  natural 
surface  of  the  ground,  in  order  to  save  expense  in  its 
construction,  it  was  determined  that  any  rate  of  ascent, 
proceeding  westward  from  a  level  to  30  feet  per  mile, 
should  be  regarded  as  a  level  in  contradistinction  to  In- 
clined Planes — that  wherever  the  ascent  westward  should 


30 

exceed  the  rate  just  mentioned,  the  acclivity  should  be 
regarded  as  an  Inclined  Plane  ;  and  that  any  ascent 
eastward  should  be  regarded  as  an  Inclined  Plane, — 
upon  which  an  increased  power  in  some  due  proportion 
must  be  provided  for.  The  rate  at  which  provision 
should  be  made  for  transportation  upward  on  Inclined 
Planes,  so  far  as  I  am  able  to  judge  from  the  various 
experiments  bearing  upon  this  subject,  is  exhibited  in 
the  following  arithmetical  proportion,  viz :  26.4,  52.8, 
79.2,  105.6,  132,  158.4,  184.8,  211.2,  237.6,  264,— 
these  several  expressions  indicating  the  acclivity  in  feet 
per  mile,  at  which  2,  3,  4,  &c.  horses  can  ascend  with 
the  load  of  one  horse  on  a  level. 

The  inclination  indicated  by  the  last  expression,  viz. 
264  feet,  is  nearly  three  degrees,  which  is  regarded  as 
the  maximum  declivity  advisable  in  the  construction  of 
a  Rail  Road  ; — the  reason  of  which  is,  that  in  the  worst 
state  of  the  road,  and  weather,  frost  and  snow  excepted, 
that  is,  when  the  rails  are  covered  with  dust  saturated 
with  moisture,  the  adhesion  of  the  wheels  to  the  rails  is 
so  much  impaired,  as  to  endanger  their  slipping  on  a 
greater  declivity.  In  consequence,  the  trouble  and  ex- 
pense of  stationary  brakes  must  be  encountered,  in  order 
to  regulate  the  descent  of  carriages,  whereas  on  a  decli- 
vity less  than  three  degrees,  their  descent  may  be  regu- 
lated by  brakes  or  convoys  attached  to  the  carriages. 

The  work  of  construction  has  been  hitherto  confined 
to  that  portion  of  the  road  situated  between  the  city  of 
Baltimore,  and  the  Forks  of  the  Patapsco,  embracing 
a  distance  of  about  25  miles.  Commencing  at  Balti- 
more, the  first  seven  miles  of  this  distance  extend  across 
numerous  spurs,  ridges  and  ravines,  which  have  given 
occasion  to  a  corresponding  number  of  deep  excavations, 


31 

high  embankments,  and  expensive  stone  bridges.     The 
magnitude  and  cost  of  the  work  on  this  part  of  the  road 
may  be  inferred  from  the  following  facts,  viz  :  that  the 
amount  of  excavation  has  exceeded  66,000  cubic  yards, 
that  of  Embankment  630,000  cubic  yards,  and  that  of 
Masonry  25,000  Perches.     The  cuttings,  for  the  most 
part,  have  been  made  in  an  adhesive  indurated  clay, — 
and  the  stone  required  for  the  masonry  has  been  procu- 
red at  the  distance  of  many  miles  from  the  work.     The 
cost  of  preparing  the  bed  of  the  road  on  this  distance 
only,  has  already  amounted  to  more  than  $400,000,  or 
about  #58,000  per  mile.     The  amount  of  excavation  at 
the  Deep  Cut,  three  miles  from  Baltimore,  is  no  less 
than  312,000  cubic  yards,  and  its  cost  about  $112,000. 
The  high  embankment  nearly  7  miles  from  Baltimore, 
contains  about  276,000  cubic  yards,  and  its  cost  inclusive 
of  two  stone  Bridges  will  have  been  not  less  than  that  of 
the  Deep  Cut.     The  residue  of  the  first  Division  of  the 
Road  extending  to  Ellicott's  Mills  about  6h  miles  farther, 
is  benched  for  the  most  part  upon  the  abrupt  river  hills, 
cliffs  and  precipices  of  the  Patapsco  ;  yet  notwithstand- 
ing the  rugged  nature  of  its  locality,  is  far  less  difficult 
and  expensive,  than  the  portion  just  before  considered. 
Stone  suitable  for  the  construction  of  bridges  was  here 
far  more  convenient, — and  it  has  been  found  that  the 
trouble  and  expense  of  grading  even  upon  the  rocky 
sides  of  hills  and  precipices  were  far  less  than  those 
attendant  upon  cutting  through  ridges,  and  embanking 
across  valleys.     The  aggregate  cost  of  grading   and 
bridging  on  this  part  of  the  toad,  has  been  about  #250,- 
000,  or  #38,500  per  mile. 

On  the  second  Division  of  the   Kail  Road  which  ex- 
tends from  Ellicott's  Mills  along  the  immediate  valley 


32 

of  the  Patapsco,  to  the  confluence  of  the  North  and 
South  Forks  of  that  stream,  a  distance  of  about  11| 
miles,  the  facilities  for  construction  become  obviously 
greater,  and  the  actual  cost  of  grading  and  bridging  has 
been  proportionally  less.  The  bridges  and  culverts  on 
this  Division  are  completed,  and  about  three  fifths  of 
the  grading  has  already  been  accomplished.  The  ag- 
gregate cost  of  these  items,  on  the  second  Division  will 
have  been  about  $118,450,  or  $10,300  per  mile. 

It  is  expected  that  the  formation  of  the  Road-bed  on 
a  distance  of  about  10  miles  next  above  the  second  Di- 
vision will  prove  equally  as  expensive  as  that  of  the  Di- 
vision just  mentioned,  but  that  the  grading  and  bridging 
on  the  residue  of  the  distance  (33  miles)  to  the  Potomac 
river  at  the  Point  of  Rocks,  will  not  cost  more  than 
$231,000,  or  $7000  per  mile. 

The  passage  of  Parr  Spring  Ridge,  dividing  between 
the  waters  of  the  Patapsco,  and  those  that  fall  into  the 
Monocacy,  is  proposed  to  be  effected  by  means  of  sta- 
tionary machinery  at  the  summit  of  the  Ridge,  and  an 
inclined  plane  on  each  side  of  the  summit.  The  incli- 
nation of  these  planes  will  probably  be  about  2\  degrees, 
and  their  length  respectively  about  one  mile.  These 
are  the  only  planes  on  which  it  is  contemplated,  at  pre- 
sent, to  employ  stationary  power.  The  residue  of  the 
distance  from  the  summit  just  mentioned  to  the  Mono- 
cacy, (12  miles)  is  nevertheless  to  be  regarded  as  one 
continued  plane,  upon  which  carriages  will  descend 
spontaneously,  but  will  require  in  their  ascent  about 
three  times  the  power  ordinarily  required  on  other  parts 
of  the  road  for  return  transportation  ;  a  similar  declivity 
of  about  two  miles  in  extent,  occurs  on  entering  the  im- 
mediate valley  of  the  Potomac,  in  reference  to  which  a 


33 

similar  arrangement  is  contemplated,  viz.  an  application 
of  increased  power  for  the  return  transportation. 

2d.  Of  the  manner  in  which  the  work  is  constructing. 

The  width  to  be  occupied  on  account  of  the  road, 
agreeably  to  charter,  is  66  feet,  of  which  26  feet  is  occu- 
pied by  the  graded  surface  of  the  rail-road,  together 
with  such  additional  width  as  may  be  necessary  to  the 
requisite  side  slopes  in  cuttings  and  fillings.     The  entire 
surface  of  the  ground  upon  which  the  road  bed,  inclu- 
sive of  its  embankments,  rests,  is  cleared  and  divested 
of  all  perishable  materials,  such  as  logs,  stumps,  brush, 
&c.     In  valleys  and  depressions,  embankments  with  side 
slopes  of  1 J  to  1,  or  about  33°,  are  raised  to  the  grade 
line  of  the  road  ;  while  the  ridges  and  other  prominen- 
ces, occurring  upon  the  route,  are  cut  through  to  the 
same  level,  or  grade  line,  leaving  a  surface  width  of 
26  feet,  and  slopes  upon  the  sides  in  the  proportion  of 
1  to  1,  or  45?.     Wherever  the  line  of  the  road  is  inter- 
sected by  water  courses,  a  free  passage  is  provided  for 
the  water  by  means  of  stone  bridges,  culverts,  or  trans- 
verse drains,  the  minimum  size  of  the  last  of  which,  is 
such  as  to  admit  the  entrance  of  a  man  for  the  purpose 
of  clearing  them  when  choked  with  sand  or  otherwise. 
The  masonry  hitherto  done,  has  been  executed  not  only 
in  a  substantial,  but  in  an  ornamental  manner.     Almost 
the  whole  of  it  has  been  embellished  with  dressings  and 
facings,  which  have  contributed  to  render  it  much  more 
costly  than  it  otherwise  would  have  been.     It  is  propos- 
ed in  future  to  substitute  rubble  work,  instead  of  that  of 
a  higher  finish,  which  it  is  believed  will  prove  equally 


34 

as  durable  and  efficient,  at  a  cost  far  less  than  that  hith- 
erto encountered. 

Of  the  surface  width  of  the  road  above  mentioned,(viz. 
26  feet)  20  feet  are  to  be  occupied  by  a  stone  covering 
thereon  4  inches  thick,  composed  of  fragments  reduced 
to  such  size  as  will  admit  of  their  being  passed  re- 
spectively through  a  ring  2  or  2&  inches  in  diameter. 
The  residue  of  the  width,  viz.  3  feet  on  each  side  of 
the  stone  pavement,  is  to  be  occupied  by  side  drains, 
which  are  deemed  necessary  to  the  effectual  drainage 
of  the  road. 

The  railing  proposed  for  the  road  is  of  two  kinds, 
viz.  of  wood  and  of  stone,  surmounted  by  bars  of  wrought 
iron  about  15  feet  long,  2  J  inches  wide,  and  §  inch  thick, 
appropriately  rounded  on  their  upper  sides  and  per- 
forated with  elliptical  holes  about  15  inches  asunder. 
The  wooden  railing  has  hitherto  been  adopted,  with  a 
view,  1st,  to  its  cheapness,  2nd,  to  the  facilities  it  will 
afford  for  the  transportation  of  the  more  heavy  mate- 
rials required  for  a  more  permanent  road,  and  3d,  to  the 
state  of  the  embankments  which  cannot  be  regarded  as 
sufficiently  stable  for  the  permanent  support  of  stone 
rails,  till  they  shall  have  been  allowed  four  or  five  years 
for  their  settling  and  consolidation.  The  method  of 
applying  the  wooden  rails  is  as  follows.— Sleepers  of 
locusts  or  cedar  about  8  feet  long  and  7  inches  in  di- 
ameter at  the  smaller  end,  have  been  procured  at  an 
expense  of  about  35  cents  each,  delivered  upon  the 
road.  These  sleepers  are  notched  for  the  reception  of 
the  wooden  rails  or  string  pieces,  and  appropriately 
dressed,  at  an  additional  expense  of  about  8  cents  each. 
They  are  then  laid  in  trenches  dug  transversely  of  the 
rail  track  at  the  distance  of  4  feet  from  centre  to  centre, 


35 

and  supported  at  each  end  upon  a  bed  of  rubble  stone 
18  inches  long,  12  inches  wide,  and    12  inches  deep. 
The  rails  which  are  of  Southern-heart  pine  six  inches 
square,  and  in  lengths  from  15  to  40  feet  (cost,  delivered 
at  Baltimore,  6  cent3  per  foot,  running  measure)  are 
then  laid  in  the  notches  of  the  sleepers,  adjusted  with 
precision,  both  to  the  grade,  and  centre  lines  of  the 
road,   (which  lines  are  carefully  designated  by  bench 
marks,  and  stakes,  indicating  the  true  flexures  of  the 
road)  and  confined  in  the  notches  by  means  of  keys  (12 
inches  long,  2  inches  wide,  1 J  inches  thick  at  the  but, 
and  J  inch  thick  at  the  point)  driven  upon  the  inner 
side  of  the  wooden  rails.     The  distance  from  out  to  out 
of  the  notches,  and  consequently  of  the  wooden  rails,  is 
precisely  5  feet.     The  iron  rails  are  next  applied  to  the 
string  pieces,  and  are  confined  to  their  upper  surfaces, 
by  means  of  pressed  or  wrought  iron  nails,  four  inches 
long  and  g  inch  square  (cost  9  cents  per  pound.)     The 
iron  rails  are  scarfed  at  their  extremities  at  an  angle  of 
about  60  degrees  with  the  side  of  the  rail,  and  at  their 
junction  rest  on  an  iron  plate  about  4  inches  long,  and 
J  inch  thick,  perforated  in  coincidence  with  the  nail 
holes  in  the  ends  of  the  rails.     The  nail  holes  are  fur- 
nished with  an  ellipsaidal  countersink,  in  the  upper  side 
of  the  rail,  into  which  the  head  of  the  nail,  which  is  of 
a  corresponding  form,  is  driven,  entirely  below  the  up- 
per surface  of  the  rail.     The  elliptical  form  of  the  coun- 
tersinks,  and  nail   holes,  has   been   adopted  with  the 
view  of  accommodating  the  expansion  and  construction 
of  the  iron  rails,  and  thereby  obviating  the  inconvenience 
that  must  otherwise  result  from  the  drawing  or  breaking 
of  the  nails.     The  aggregate  expansion  of  an  iron  bar, 
computed   for  the  extremes  of  atmospheric    tempera- 


36 

ture  in  this  climate,  is  estimated  at  about  J  of  an  inch 
in  a  bar  15  feet  long.  Hence  at  a  mean  temperature, 
viz.  about  45  degrees,  as  at  present  we  are  in  the  habit 
of  allowing,  a  space  of  about  J  of  an  inch  between  the 
ends  of  the  rails.  The  rails,  &c.  being  thus  adjusted, 
the  next  step  is  the  placing  of  broken  stone,  reduced  to 
fragments  of  a  size  to  pass  through  a  six  inch  ring,  on 
the  inside  of  both  string  pieces,  and  in  contact  with 
them,  9  inches  in  width,  and  about  4  inches  in  depth, 
leaving  a  space  for  the  horse  tread  2J  feet  wide  between 
the  two  ranges  of  stone  just  adverted  to.  This  space 
is  then  filled  with  earth  to  a  level  with  the  upper  sur- 
faces of  the  sleepers,  and  broken  stone  reduced  to 
fragments  that  will  pass  through  a  2  inch  ring,  is  laid  to 
the  depth  of  about  3  inches  upon  the  surface  thus  pre- 
pared, forming  a  substantial  pavement  for  the  horse- 
tread.  The  coarse  rubble  stone  at  the  sides  of  the 
horse  path  afford  the  means  of  draining  the  latter,  the 
water  passing  off  through  the  interstices  between  the 
stones,  and  beneath  the  rails. 

The  iron  rails  have  been  imported  from  England. 
Their  cost,  inclusive  of  freight,  difference  of  exchange, 
drayage,  &x.  is  $58  per  ton. 

The  contemplated  method  of  laying  stone  rails,  is 
similar  to  that  adopted  on  the  Quincy  Kail-way,  except 
in  so  far  as  relates  to  their  foundations,  and  the  manner 
of  their  insertion  into  the  pavement,  which  are  as  fol- 
lows.— A  trench  will  be  sunk  through  the  stone  covering 
first  mentioned  below  the  reach  of  frost,  for  the  recep- 
tion of  the  stone  rail  which  is  to  rest  upon  coarse  rubble 
stone  placed  in  the  bottom  of  the  trench,  and  embracing 
the  rail-stone  on  both  sides,  within  the  trench. — An  ad- 
ditional quantity  of  finely  broken  stone  will  then  be  laid  to 


37 

the  depth  of  about  3  inches  between  the  rails  in  a  manner 
to  form  the  horse  paths,  and  to  fill  the  space  interven- 
ing between  the  two  tracks. — The  drainage  of  the  road 
will  be  effected  by  means  of  water  courses  slightly  de- 
pressed in  the  pavement  and  leading  transversely  across 
both  tracks,  at  suitable  intervals  from  each  other. 
These  water-courses  may  be  rendered  continuous  entire- 
ly across  the  Rail-way,  by  means  of  spaces  sufficiently 
large  for  that  purpose,  left  occasionally  between  the 
ends  of  the  rail-stones. 

3rd.  Of  the  Cost  of  Grading  the  Way. 

Several  of  the  items  in  reference  to  this  subject  have 
already  been  anticipated  under  our  first  head.  It  may 
here  be  added  that  the  cost  per  cubic  yard  for  excava- 
tion and  embankment  (that  which  is  in  excess  on  any 
section  of  the  road  being  alone  estimated)  has  varied 
from  12 J  to  nearly  50  cents,  according  to  the  hardness 
and  tenacity  of  the  earth,  and  the  distance  to  which  it 
must  be  transported.  Excavations  in  granite  rock, 
where  blasting  has  been  required,  have  cost  from  50  to 
87£  cents  per  cubic  yard.  In  many  instances,  the  exca- 
vated materials  have  been  transported  to  the  distance 
of  half  a  mile.  In  ordinary  cases  it  is  believed  that  the 
cost  of  grading  has  been  doubled,  when  the  distance  to 
which  the  materials  must  be  conveyed,  was  J  of  a  mile, 
and  tripled  when  the  distance  was  J  a  mile. 

Ath.  Of  materials  for  the  Side  Tracks. 

The  materials  of  which  the  sidelines  or  Bolting  tracks 
are  constructed  are  similar  to  those  employed  for  the 


38 

main  tracks,  except  that  the  Branch  Rails  connecting 
the  sidelings  with  the  main  tracks  ought  always  to  be 
of  cast  iron.  No  doubt  exists  however,  of  the  propriety 
of  constructing  wooden  sidelings,  plated  with  iron,  in 
connection  even  with  stone,  railing,  inasmuch  as  neither 
the  failure  of  a  sideling  nor  its  consequent  repairs  need 
occasion  any  serious  obstruction  to  the  business  done 
on  the  main  way.  The  divergence  of  a  sideling  should 
always  be  equal  to  the  distance  between  the  main  tracks 
of  a  double  Rail-way.  The  angle  of  divergence  adopt- 
ed on  the  Baltimore  and  Ohio  Rail  Road,  is  about  6  de- 
grees. The  line  of  divergence,  is  not  a  right  line,  but 
two  segments  of  a  circle  constituting  a  reversed  curve. 

5th.  Of  the  difference  in  expense  between  a  Double  and 
Single  track. 

The  difference  in  the  cost  of  a  Double  and  Single 
Rail-way,  is  much  less  than  is  generally  supposed.  The 
graded  surface  required  for  the  latter,  can  only  be  re- 
duced in  width,  a  distance  equal  to  that  intervening  be- 
tween the  centres  of  the  tracks  of  the  former.  For 
example,  the  Baltimore  and  Ohio  Rail  Road  is  to  be 
furnished  with  two  tracks,  and  has  a  graded  surface  26 
feet  wide.  The  distance  from  centre  to  centre  of  the 
tracks  is  8J  feet,  this  distance  deducted  from  26  feet 
leaves  17£  feet  for  the  graded  surface  adapted  to  a  sin- 
gle Rail-way,  more  than  §  the  width  required  for  a 
double  one.  The  cost  of  grading  and  bridging  may  be 
fairly  estimated  nearly  in  the  same  proportion.  More- 
over, the  rails  of  one  track  having  been  laid,  the  facili- 
ties for  laying  those  of  the  other  are  greatly  augmented. 
The  rails,  stone,  and  other  materials  required  for  its 


39 

construction  can  be  conveyed  at  so  much  less  expense, 
to  the  sites  where  they  are  wanted,  that  at  a  fair  esti- 
mate, the  saving  in  expense  will  be  nearly  or  quite  equal 
to  5  the  cost  of  the  1st  track.  Another  consideration  of 
much  moment,  is  also  to  be  had  in  reference  to  this  sub- 
ject. The  sidelings  or  bolting  tracks  upon  a  single 
Rail-way,  must  be  much  more  numerous,  and  extensive 
than  on  a  Double,  inasmuch  as  in  connexion  with  the 
latter  they  serve  merely  as  resting  or  stopping  places, 
whereas  in  connexion  with  the  former  they  must  serve 
as  receptacles  for  all  the  cars  travelling  in  either  direc- 
tion. 

It  should  nevertheless  be  regarded  as  a  safe  conclu- 
sion, that  wherever  a  single  track  is  sufficient  to  sub- 
serve the  purposes  of  travel  and  transportation,  between 
any  two  points,  it  is  unquestionably  preferable  to  a  dou- 
ble one,  and  that  in  all  cases,  a  single  track  should  first 
be  constructed,  and  subsequently  a  double  one,  when- 
ever the  exigencies  of  the  business  done  upon  the  road 
should  require  the  addition.  In  accordance  with  these 
views,  it  would  be  advisable  to  prepare  a  road  bed  for  a 
single  railway,  wide  enough  for  the  admission  of  two 
tracks,  inasmuch  as  the  cost  of  grading  would  not  be 
greatly  enhanced  thereby,  while  at  the  same  time  a  firm 
and  substantial  foundation  would  be  prepared  for  the 
future  reception  of  a  second  track. 

6th.  Of  the  relative  Advantages  and  Convenient  Use  of  a 
Single  and  Double  Railway. 

Among  the  advantages  of  a  double  railway,  are  the 
facilities  for  an  uninterrupted  progress  in  both  directions, 
for  the  accommodation  of  travel  and  transportation,  at 


40 

different  rates  of  speed,  and  for  an  almost  incalculable 
amount  of  business  that  may  be  done  upon  the  road. 
The  facilities  afforded  by  a  single  railway  are  far  less  in 
all  these  respects.  The  sidelings  upon  the  former  are 
not  only  to  be  regarded  as  resting  places,  but  as  afford- 
ing opportunities  for  rapid  cars,  laden  with  passengers, 
to  pass  and  run  before  the  more  sluggish  vehicles  laden 
with  merchandize,  both  maintaining  an  unremitted  pro- 
gress. The  sidelings  of  the  single  railway  serve  merely 
as  meeting  places,  upon  which  a  train  of  carriages  may 
be  delayed  for  a  considerable  time,  waiting  the  arrival 
of  another  train,  bound  in  the  opposite  direction  ;  nor 
do  they  afford  any  opportunity  for  carriages,  bound  in 
the  same  direction,  to  pass  each  other,  except  when  they 
chance  to  be  unoccupied  by  waiting  carriages.  On  a 
double  railway,  the  times  of  departure,  as  well  as  the 
rates  of  speed,  are  at  the  option  of  the  traveller.  On  a 
single  railway,  he  must  conform  to  stated  periods  and 
movements,  not  only  at  the  commencement,  but  through 
the  entire  progress  of  his  journey.  On  a  double  railway, 
the  travel  may  be  incessantly  in  both  directions,  and  in 
case  a  rapid  or  despatch  car  overtakes  a  train  moving 
at  a  more  moderate  pace,  the  latter  should  be  required 
to  turn  out  at  the  next  sideling,  and  leave  the  main  way 
clear  for  the  former  to  take  the  lead. 

The  foregoing  remarks  are  applicable  more  particu- 
larly to  railways  intended  for  reciprocal  trade  and  inter- 
course between  distant  points.  The  colourings  by  which 
these  two  species  of  roads  are  to  be  distinguished  be- 
come fainter,  as  their  extent  diminishes,  till  at  length 
the  more  favourable  colouring  must  be  given  to  the  sin- 
gle railway.  A  single  railway  has  subserved  the  pur- 
poses of  commerce  between  Stockton  and   Darlington, 


41 

8  miles  asunder,  whereas  the  Liverpool  and  Manchester 
railway,  36  miles  long,  has  hcen  furnished  with  two 
track.-. 

It  has  been  thought  that  the  business  likely  to  be  done 
on  the  Baltimore  and  Ohio  Rail-Road,  embracing  r,n 
extent  of  350  miles,  would  require  two  tracks,  while  the 
Boston  and  Providence  Rail-Road,  extending  through  a 
distance  of  a  little  more  than  40  miles,  might  not  require 
more  than  a  single  track,  with  frequent  sidclings. 

7th.    Of  the  Best  and  Cheapest  application  of  Powers, 
whether  Stationary,  Locomotive  or  Animal. 

The  means  hitherto  employed  for  locomotion,  as  con- 
nected with  a  reciprocal  commerce  upon  rail-roads,  are 
of  two  descriptions  only,  viz.  Steam  power  and  Animal 
power,  that  of  gravitation  having  been  found  applicable 
only  in  a  descending  trade,  connected  exclusively  with 
mining  operations.  Other  agents,  such  as  water,  in 
overcoming  ascents,  and  gas,  produced  from  spirits  of 
turpentine  and  water,  may  hereafter  be  employed  to  ad- 
vantage, but  as  yet  no  conclusive  demonstrations  of 
their  utility  or  efficiency  have  been  given.  We  shall 
accordingly  confine  our  remarks  to  the  agents  first  men- 
tioned, viz.  steam  power  and  horse  power. 

The  preference  to  be  given  to  either  of  these,  so  far 
as  they  are  connected  with  the  subject  before  us,  must 
depend  in  a  great  measure  upon  the  speed  with  which 
it  is  proposed  to  move  upon  a  rail-road,  and  upon  the 
facilities  of  procuring  fuel  suitable  for  the  generation  of 
steam,  and  convenient  for  use  in  a  locomotive  engine. 

With  a  speed  not  exceeding  two  and  a  half  miles  per 
hour,  there  is  little  doubt  that  horse  power  in  most  parts 
6 


42 

of  the  United  States,  even  within  the  regions  of  bitu- 
minous coal,  would  prove  quite  as  economical,  as  Steam 
power  for  the  purpose  of  locomotion  upon  a  horizontal 
Rail  Road.  And  could  this  description  of  power  be 
applied,  through  the  intervention  of  Stationary  Machine- 
ry, or  by  any  other  means  to  the  production  of  a  greater 
speed,  without  increasing  that  of  the  moving  power  it- 
self, its  efficiency  might  still  be  regarded  as  equivalent  to- 
that  of  steam  power. 

Animal  power  might  be  employed  to  advantage  in  the 
conveyance  of  burdens  upward  on  inclined  planes  of 
almost  any  acclivity,  by  means  of  stationary  gins  or  oth- 

Machinery,  especially  in  cases  where  there  is  not  a 
sufficient  amount  of  business  done  upon  the  road  to  jus- 
tify the  expense  of  a  Stationary  Steam  Power,  and 
where  the  difficulties  of  supplying  a  Steam  Engine  with 
fuel  and  water  would  render  doubtful  the  economy  of 
its  construction  and  use. 

The  relative  advantages  of  Animal  and  Steam  power, 
may  be  inferred  from  the  following  considerations,  viz  : 
the  efficiency  of  the  latter  is  inversely  as  the  distance 
through  which  it  operates,  whereas  that  of  the  former  is 
inversely,  in  the  compound  ratio  of  the  velocity  and  dis- 
tance, or,  in  other  words,  the  intensity  of  Steam  Power 
is  inversely  as  the  velocity  and  the  intensity  of  Animal 
power  is  inversely  as  the  squares  of  the  velocity.  Hence 
the  conclusion  already  advanced  that  the  advantages 
resulting  from  the  application  of  these  two  descriptions 
of  power,  may  be  regarded  as  equal,  when  a  moderate 
speed  only  is  required,  and  when  a  rapid  speed  is  pro- 
duced by  means  of  Stationary  Machinery,  but  in  cases 
where  greater  speed  is  required  and  the  power  must 
participate  in  the  locomotion  of  its  load,  Steam  power 


is  entitled  to  a  decided  preference,  its  relative  efficiency 
increasing  at  every  acceleration  of  speed. 

In  regard  to  the  employment  of  Stationary  Steam 
Power,  it  is  not  deemed  essential,  that  coal  should  al- 
ways be  at  hand,  or  that  supplies  of  this  article  should 
be  procured  at  a  cheap  rate.  If  wood  ean  be  procured 
at  the  rate  of  #1,50  or  $2  per  cord,  it  may  be  advanta- 
geously substituted  for  coal,  in  almost  any  situation 
where  the  latter  must  be  procured  at  the  expense  of 
transportation  from  a  distance  of  15  or  20  miles.  Coal 
however,  seems  to  be  the  only  fuel  hitherto  employed  in 
connexion  with  Locomotive  Engines,  and  is  undoubtedly 
better  adapted  to  the  purposes  of  locomotive  power, 
than  any  other  fuel,  on  account^of  its  compactness,  and 
the  convenience  with  which  it  may  be  transported. 

With  respect  to  the  locomotive  power  contemplated 
for  the  B.  &;  O.  R.  R.,  Animal  power  alone  is  intended 
to  be  used,  except  at  the  Inclined  planes  at  Parr  Spring 
Ridge,  until  the  completion  of  that  portion  of  the  road 
situated  between  Baltimore  and  the  Valley  of  the  Po- 
tomac ;  subsequently  to  which  steam  power  will  proba- 
bly be  introduced  should  the  exigencies  of  the  business 
upon  the  road  require  it.  Even  at  the  Inclined  Planes 
just  mentioned,  it  will  not  be  advisable  to  erect  a  Steam 
Engine  till  the  amount  of  travel  and  transportation  upou 
the  road,  shall  be  sufficient  to  keep  it  in  operation. 

In  conclusion  I  bejj  leave  to  observe  that  the  forego- 
ing  remarks  have  been  hastily  thrown  together,  and  to 
offer  as  an  apology  for  the  numerous  incoherences  and 
defects  that  have  been  committed  therein,  my  want  of 
sufficient  leisure  to  revise  and  amend  them. 

Various  other  details  might  have  been  given,  bearing 
directly  upon  the  subjects  proposed  by  his  Excellency, 


44 

but  for  the  reason  just  mentioned  they  have  been  un- 
avoidably withheld.  In  order  to  supply  in  some  small 
measure  these  deficiencies,  I  take  the  liberty  to  refer  to 
the  letter  I  had  the  honour  to  address  to  you,  under  date 
of  March  1827.  To  the  several  Reports  made  by  the 
Board  of  Engineers  to  the  President  and  Directors  of 
the  B.  &  O.  R.  R.  Co.  and  to  the  Rail  Road  Manual, 
which  I  had  the  honour  to  inscribe  to  the  Board  of  Di- 
rectors of  the  same  Company. 

I  have  the  honour  to  be,  Sir,  very 

respectfully  your  most  obt.  servt. 

S.  H.  LONG, 
Bt.  Lt.  Col.  Prest.  Bd.  of  Engineers. 

Bolt.  Dec.  \st.  1829. 

P.  E.  Thomas,  Esq.  Prest.  B.  &  0.  R.  R.  Co. 


45 


DESCRIPTION 

Of  the  Performance  of  three  Locomotive  Engines  on  the 
Liverpool  and  Manchester  Rail  Road. 

From  the  London  Mechanics'  Magazine. 

The  great  Rail  Road  between  Liverpool  and  Man- 
chester being  now  nearly  completed,  the  directors  of  the 
undertaking  sometime  ago  announced  that  they  would 
give  a  premium  of  £500  for  the  Locomotive  Engine 
which  should  at  a  public  trial,  to  be  made  on  the  first 
of  the  present  month  of  October,  (afterwards  postponed 
to  the  6th,)  draw  on  the  rail-way  a  given  weight,  with 
the  greatest  speed,  at  the  least  expense. 

The  principal  conditions  on  which  the  prize  was  offer- 
ed, were  these, — first,  that  each  Engine  offered  for  the 
competition  should  weigh  not  more  than  six  tons,  and  be 
capable  of  drawing  after  it,  day  by  day  on  a  level  plain, 
a  train  of  carriages  of  a  gross  weight  equal  to  three  times 
the  weight  of  the  engine  itself,  at  a  rate  of  not  less  than 
ten  miles  per  hour,  with  a  pressure  of  steam  in  the  boiler 
not  exceeding  50  lbs.  on  the  square  inch.     Second,  that 
the  Engine  and  boiler  should  be  supported  on  springs, 
and  rest  on  six  wheels,  and  the  height  from  the  ground 
to  the  top  of  the  chimney  should  not  exceed  15  feet. 
Third,  that  the  Engine  should  "  effectually  consume  its 
own  smoke  ;"   and  fourth,  that  there  should  be  two 
safety  valves,  one  of  which  should  be  completely  out  of 
the  reach  of  the  engine-man's  interference. 

The  gentlemen  appointed  by  the  Directors  to  act  as 


46 

Judges  on  the  occasion,  were  J.  U.  Rastrick,  Esq.  of 
Stonebridge,  Civil  Engineer,  Nicholas  Wood,  Esq.  of 
Killingsworth,  Civil  Engineer,  (author  of  the  excellent 
work  on  Railways,)  and  John  Kennedy,  Esq.  of  Man- 
chester. The  portion  of  the  rail-way  chosen  for  the 
"  running  ground"  was  on  the  Manchester  side  of  Rain- 
hill  Bridge,  (about  nine  miles  from  Liverpool.)  where 
the  rail-way  runs  for  two  or  three  miles  on  a  dead  level. 

Early  on  Tuesday,  the  day  of  competition,  great 
crowds  of  people  were  assembled  from  all  parts  to  wit- 
ness the  sight.  There  were  many  individuals  who  had 
come  hundreds  of  miles  for  no  other  purpose,  and  as 
may  readily  be  supposed,  these  were  not  idle  spectacle 
hunters,  but  chiefly  engineers  and  men  of  science,  ca- 
pable of  appreciating  in  its  full  extent  the  great  impor- 
tance of  the  exhibition. 

The  Engine  which  made  the  first  trial  was  the 
"Rocket"  of  Mr.  Robert  Stephenson,  (the  son,  we 
believe,  of  Mr.  George  Stephenson,  the  engineer  of  the 
railways.)  It  is  a  large  and  strongly  built  engine,  and 
went  with  a  velocity,  which  as  long  as  the  Spectators 
had  nothing  to  contrast  it  with,  they  thought  it  surpri- 
sing enough.  It  drew  a  weight  of  twelve  tons,  nine  cwt. 
at  the  rate  of  ten  miles  four  chains  in  an  hour,  (just  ex- 
ceeding the  stipulated  maximum,)  and  when  the  weight 
was  detached  from  it,  went  at  a  speed  of  about  Eighteen 
miles  an  hour.  The  faults  most  perceptible  in  this  en- 
gine, were  a  great  inequality  in  its  velocity,  and  a  very 
partial  fulfilment  of  the  condition  that  it  should  "  effec- 
tually consume  its  own  smoke." 

The  next  engine  that  exhibited  its  powers,  was  the 
"Novelty"  of  Messrs.  Braithwaite  and  Erickson.  The 
great  lightness  of  this  Engine,  (it  is  about  one  half  lighter 


47 

than  Mr.  Stephenson's)  its  compactness,  and  its  beauti- 
ful workmanship  excited  universal  admiration  ;  a  senti- 
ment speedily  changed   into  perfect  wonder  by  its  truly 
marvellous  performances.     It  was  resolved  to  try  first 
its  speed  merely  ;  that  is  at  what  rate  it  would  go  car- 
rying only  its  compliment  of  coke  and  water  with  Messrs. 
Braithwaite  andErickson  to  manage  it.    Almost  at  once 
it  darted    off  at  the  amazing  velocity  of  twenty-eight 
miles  an  hour,  and  it  actually  did  one  mile  in  the  incre- 
dibly short  space  of  one  minute  and  fifty-three  seconds 
Neither  did  we  observe  any  appreciable  falling  off  in  the 
rate  of  speed  ;  it  was  uniform,  steady  and  continuous. 
Had  the  rail-way  been  completed,  the  engine  would  at 
this  rate  have  gone  nearly  the  whole  way  from  Liverpool 
to  Manchester  within  the  hour ;  and  Mr.  Braithwaite 
has  indeed  publicly  offered  to  stake  a  thousand  pounds, 
that  as  soon  as  the  road  is  opened,  he  will  perform  the 
entire  distance  in  that  time. 

It  was  now  proposed  to  make  a  trial  of  the  "  Novel- 
ty," with  three  times  its  weight  attached  to  it,  but 
through  some  inattention  as  to  the  supply  of  water  and 
coke,  a  great  delay  took  place  in  preparing  it  for  its 
second  trip,  and  by  the  time  all  was  ready,  the  day  was 
drawing  so  near  to  a  close,  that  the  directors  thought  it 
proper  to  defer  the  prosecution  of  the  competition  till 
the  following  day. 

Second  Day,  1th  October. — The  "  Novelty"  engine  of 
Messrs.  Braithwaite  &  Erickson  was  this  day  tried  with 
a  load  of  three  times  its  weight  attached  to  it,  or  eleven 
tons,  five  cwt.,  and  it  drew  this  with  ease  at  the  rate  of 
20J  miles  per  hour,  thus  proving  itself  to  be  equally 
good  for  speed  as  for  power.  We  took  particular  no- 
tice to-day  of  its  power  of  consuming  its  own  smoke, 


48 

and  did  not  any  time  observe  the  emission  of  the  small- 
est particle  from  the  chimney.  The  weather  now  be- 
came wet,  and  the  railways  clogged  with  mud,  which 
made  it  necessary  to  suspend  the  prosecution  of  the  ex- 
periments before  the  day  had  half  elapsed.  The  attend- 
ance of  spectators  this  morning  was  by  no  means  so  nu- 
merous as  on  the  preceding  day  ;  but  there  were  but  few 
of  those  absent,  the  engineers,  men  of  science,  &c.  whose 
presence  was  most  desirable. 

Third  Day,  &th  October. — Before  the  commencement 
of  the  experiments  to-day,  it  was  announced  that  the 
Judges,  on  reconsidering  the  card  of  "  Stipulations  and 
Conditions,"  originally  issued,  and  of  which  we  gave 
the  substance  last  week,  had  considered  them  so  defec- 
tive as  to  make  it  necessary  to  substitute  the  following : 

TRIAL    OF   THE    LOCOMOTIVE    ENGINES. 

Liverpool  and  Manchester  Railway. 

"  The  following  is  the  ordeal  which  we  have  decided 
each  locomotive  engine  shall  undergo  in  contending  for 
the  premium  for  £500  at  Rainhill : 

"  The  weight  of  the  locomotive  engine,  with  its  full 
complement  of  water  in  the  boiler,  shall  be  ascertained 
at  the  weighing  machine  by  eight  o'clock  in  the  morn- 
ing, and  the  load  assigned  to  it  shall  be  three  times  the 
weight  thereof. 

"  The  water  in  the  boiler  shall  be  cold,  and  there 
shall  be  no  fuel  in  the  fire-place.  As  much  fuel  shall  be 
weighed,  and  as  much  water  shall  be  measured  and  de- 
livered into  the  tender  carriage,  as  the  owner  of  the 
engine  may  consider  sufficient  for  the  supply  of  the  en- 
gine for  a  journey  of  thirty-five  miles ;  the  fire  in  the 


49 

boiler  shall  then  be  lighted,  and  the  quantity  of  fuel  con- 
sumed for  getting  up  the  steam  shall  be  determined,  and 
the  time  noted. 

"  The  tender  carriage,  with  the  fuel  and  water,  shall 
be  considered  to  be,  and  taken  as  a  part  of  the  load  as- 
signed to  the  engine. 

"  Those  engines  that  carry  their  own  fuel  and  water, 
shall  be  allowed  a  proportionate  deduction  from  their 
load,  according  to  the  weight  of  the  engine. 

"  The  engine,  with  the  carriages  attached  to  it,  shall 
be  run  by  hand  up  to  the  starting  post,  and  as  soon  as 
the  steam  is  got  up  to  fifty  pounds  per  square  inch,  the 
engine  shall  set  out  upon  its  journey. 

"  The  distance  the  engine  shall  perform  each  trip, 
shall  be  one  mile  and  three  quarters  each  way,  including 
one  eighth  of  a  mile  at  each  end,  for  getting  up  the 
speed,  and  for  stopping  the  train ;  by  this  means  the 
engine  with  its  load  will  travel  one  and  a  half  mile  each 
way  at  full  speed. 

"  The  engine  shall  make  ten  trips,  which  will  be  equal 
to  a  journey  of  thirty-five  miles,  thirty  miles  whereof 
shall  be  performed  at  full  speed,  and  the  average  rate  of 
travelling  shall  not  be  less  than  ten  miles  per  hour. 

"  As  soon  as  the  engine  has  performed  this  task, 
(which  will  be  equal  to  the  travelling  from  Liverpool  to 
Manchester,)  there  shall  be  a  fresh  supply  of  fuel  and 
water  delivered  to  her,  and  as  soon  as  she  can  be  got 
ready  to  set  out  again,  she  shall  go  up  to  the  starting 
post  and  make  ten  trips  more,  which  will  be  equal  to 
the  journey  from  Manchester  back  again  to  Liverpool. 
"  The  time  of  performing  every  trip  shall  be  accurate- 
ly noted,  as  well  as  the  time  occupied  in  getting  ready 
to  set  out  on  the  second  journey. 
7 


50 

M  Should  the  engine  not  be  enabled  to  take  along  with 
it  sufficient  fuel  and  water  for  the  journey  of  ten  trips, 
the  time  occupied  in  taking  in  a  fresh  supply  of  fuel  and 
water  shall  be  considered  and  taken  as  a  part  of  the 
time  in  performing  the  journey. 

(Signed)         J.  U.  RASTRICK, 

Stonebridge,  C.  E. 
NICHOLAS  WOOD,  Esq. 

Killingsworth,  C.  E. 
JOHN  KENNEDY,  Esq. 
Manchester, 

Judges. 

Liverpool,  October  6,  1829. 

The  Engine  which  exhibited  on  this  the  third  day 
was,  "  The  Rocket"  of  Mr.  Stephenson.  The  trial  was 
conducted  in  the  manner  laid  down  in  the  "  Ordeal "  we 
have  just  quoted  ;  and  it  was  understood  on  all  hands 
that  this  trial  should  be  considered  decisive  of  its 
merits. 

The  engine  with  its  complement  of  water  in  the  boiler, 
weighed  4  tons  5  cwt.  and  the  load  attached  to  it  was  12 
tons  15  cwt.  or,  including  a  few  persons  who  rode,  about 
13  tons.  The  journey  was  about  1£  mile  each  way 
with  an  additional  length  of  220  yards  at  each  end  to 
stop  the  engine  in,  making  in  one  journey  3|  miles — 
the  first  experiment  was  for  35  miles,  which  is  exactly 
10  journeys,  and  including  all  the  stoppages  at  the  end 
was  performed  in  3  hours  and  10  minutes,  being  up- 
wards of  1 1  miles  an  hour.  After  this  a  fresh  supply  of 
water  was  taken  in,  which  occupied  16  minutes,  when 


51 

the  engine  again  started  and  ran  35  miles  in  2  hours  and 
52  minutes,  which  is  upwards  of  12  miles  an  hour  in- 
cluding all  stoppages.  The  speed  of  the  engine  with 
its  load,  when  in  full  motion,  was  at  different  times  13, 
134,  14  and  16  miles  an  hour,  and  had  the  whole  dis- 
tance been  in  one  continued  direction,  there  is  little 
doubt  but  the  result  would  have  been  15  miles  an  hour. 
The  consumption  of  coke  was  on  an  average  about  half 
a  ton  in  the  70  miles. 

Fourth  day  9th  October. — To  day  a  public  notice  ap- 
peared from  Messrs.  Braithwaite  and  Erickson,  stating 
that  in  consequence  of  the  alterations  made  in  the  condi- 
tions of  the  competition,  the  trial  of  their  engine  in 
the  manner  prescribed  by  the  new  "  Ordeal "  had  with 
the  approbation  of  the  judges  been  deferred  till  the  fol- 
lowing day.  The  9th  became  thus  a  dies  non  in  the 
competition. 

Fifth  day  10th  October. — At  the  appointed  hour  this 
morning  the  "Novelty"  was  weighed,  and  three  times 
its  weight  assigned  to  it  by  the  Judges.  The  steam  wa3 
got  up  in  54  minutes  from  the  time  of  lighting  the  fire. 
The  engine  then  went  one  trip  by  way  of  rehearsal,  when 
a  small  pipe  accidentally  gave  way,  and  it  was  found 
necessary  to  send  to  Prescott  a  distance  of  two  miles  to 
have  it  repaired.  In  the  interval  Mr.  Stephenson's 
locomotive  engine  was  run  twice  down  the  course  and 
back  making  in  all  7  miles,  but  with  the  whole  load 
taken  off  from  behind,  including  even  the  tender-car- 
riage with  the  water- tank  and  fuel.  Thus  stripped  for 
the  race  the  "  Rocket "  performed  the  7  miles  in  the 
space  of  14  minutes  14  seconds,  being  at  the  rate  of  30 
miles  an  hour.  This  was  a  rate  of  speed  nearly  equal  to 
the  utmost  which  the  "  Novelty  "  had  achieved,  but  as 


52 

it  carried  with  it  neither  fuel  nor  water,  it  is  not  a  speed 
which  it  could  have  long  sustained. 

The  "  Novelty  "  having  now  had  its  broken  pipe  re- 
paired, made  several  trips,  but  solely  for  the  gratifica- 
tion of  the  spectators,  who  were  to  day  extremely  nu- 
merous, and  not  with  any  view  to  a  decisive  exhibition 
of  its  powers. 

Mr.  Vignoles  the  engineer  who  rode  on  the  engine  and 
timed  it,  during  two  of  these  trips,  has  favoured  us  with 
the  following  statement  of  its  performances. 

The  total  weight  of  the  engine  and  load  was 
10  tons  6  cwt.  1  qr.  The  engine  was  brought  up  near 
the  starting  post  a  few  minutes  before  three  o'clock,  and 
the  rate  of  its  speed,  loaded  as  above  detailed  is  record- 
ed in  the  following  tables,  in  which  the  time  indicates 
the  moment  of  her  passing  each  post. 

The  distance  between  posts  1  and  2,  and  between 
posts  8  and  9,  is  only  one  furlong  (220  yards)  being  the 
space  allowed  to  acquire  and  check  the  engine's  veloci- 
ty, after  and  previous  to  turning  ;  the  distance  between 
all  the  other  posts  is  precisely  a  quarter  of  a  mile 
(440  yards.) 

Eastward  Trip. 


H. 

M. 

s. 

Strokes  per  min 

2 

59 

10 

starting  post     .     . 

1 

2 

59 

51 

judges  tent       .     . 

2 

120 

3 

0 

50 

bridge  mark     .     . 

3 

3 

1 

36 

grand-stand  post  . 

4 

140 

3 

2 

22 

quarter  post     .     . 

5 

3 

3 

5 

quarter  post     .     . 

6 

140 

3 

3 

47 

10  mile  post     ►    . 

7 

3 

4 

30 

judges  post       .     . 

8 

142 

3 

4 

57 

turning  post     .     . 

9 

Pressure  always  under  50  lbs.  per  square  inch. 


53 

The  engine  went  off  from  the  starting  post  at  the  rate 
of  12  miles  an  hour  and  her  velocity  rapidly  increased 
during  the  whole  trip. 

By  the  above  tables  it  will  be  seen  that  the  distance 
between  the  9  and  10  mile  marks  was  performed  in  3 
minutes  and  7  seconds,  and  the  mile  between  the  quarter 
post  near  the  grand  stand  and  the  judges'  tent  at  the 
eastern  end  of  the  course,  was  run  in  2  minutes  and  54 
seconds,  while  the  last  half  mile  was  performed  in  85 
seconds,  being  at  the  rate  of  21^  miles  per  hour.  The 
whole  time  between  the  tents  of  the  Judges  at  each  end, 
being  exactly  1 J  mile,  was  performed  in  4  minutes  and 
39  seconds,  being  at  the  rate  of  17J  miles  per  hour. 

The  gentleman  at  the  brake  of  the  wheel  not  being 
sufficiently  experienced,  the  engine  was  not  checked  so 
soon  as  it  ought  to  have  been  on  the  return,  and  went 
beyond  the  level  part  of  the  road,  not  being  stopped 
until  it  had  got  some  yards  down  the  eastern  inclined 
plane  ;  upwards  of  2J  minutes  were  lost  in  consequence. 

On  returning,  the  following  was  the  record  of  the 


Westward  Trip. 

H. 

M. 

s. 

Strokes  per  min 

3 

8 

7 

starting  post     .     . 

9 

3 

8 

49 

judges  tent       .     . 

8 

110 

3 

9 

50 

10  mile  post     .     . 

7 

3 

10 

49 

quarter  post     .     . 

6 

110 

3 

11 

49 

quarter  post     .     . 

5 

3 

12 

49 

grand-stand  post  . 

4 

110 

3 

13 

47 

bridge  mark     .     . 

3 

3 

14 

43 

judges  tent       .     . 

2 

110 

3 

15 

28 

starting  post     .     . 

1 

Pressure  always  under  50  lbs.  per  square  inch. 


54 

The  following  calculation,  founded  on  the  preceding 
results,  was  made  by  Mr.  Vignoles  and  Mr.  Price  of  Neath 
Abbey : — 

The  maximum  number  of  strokes  was  142  per  minute, 
while  440  yards  were  traversed  in  43  seconds.  Diame- 
ter of  wheels  50.1  inches — circumference  157.4  inches 
157.4  X  142.  equal  to  621  yards,  being  the  velocity 
per  minute  of  the  circumference  of  wheel,  or  21 
miles  and  300  yards  per  hour.  Then  as  60  seconds 
:  621  yards  :  :  43  seconds  :  445  yards. 

Thus  the  calculated  distance  of  the  run  (considering 
the  wheel  as  a  perambulator)  agrees  within  5  yards  with 
the  space  actually  passed  over ;  and  this  difference 
might  arise  from  the  most  trifling  inaccuracy  of  noting 
the  time — a  quarter  of  a  second  at  each  end  being  suf- 
ficient to  produce  this  decrepancy  ;  so  that  it  may  fairly 
be  concluded,  that  there  was  no  slipping  of  the  wheels 
at  a  velocity  of  nearly  22  miles  an  hour  with  a  load. 

Another  carriage,  with  seats  for  the  accommodation 
of  passengers,  was  now  substituted  for  the  loaded  wag- 
gons attached  to  the  "  Novelty,"  and  about  forty-five 
ladies  and  gentlemen  ascended  to  enjoy  the  great  nov- 
elty of  a  ride  by  steam.  We  can  say  for  ourselves  that 
we  never  enjoyed  any  thing  in  the  way  of  travelling 
more.  We  flew  along  at  the  rate  of  a  mile  and  a  half 
in  three  minutes ;  and  though  the  velocity  was  such, 
that  we  could  scarcely  distinguish  objects  as  we  passed 
by  them,  the  motion  was  so  steady  and  equable,  that 
we  could  manage  not  only  to  read,  but  write. 

Sixth  day,  \3th  October.  Mr.  Ac  worth's  engine. 
The  "  Sans  Pareil"  was  pronounced  to  be  this  day  ready 
to  exhibit  its  powers.  We  were  informed  that,  on 
weighing  it,  the  judges  found  it  to  exceed  by  two  or 


55 

three  hundred  weight  the  maximum  of  six  tons ;  it  was 
nevertheless  allowed  to  start  to  do  70  miles  in  the  same 
manner  as  "  the  Rocket"  with  three  times  its  great 
weight  attached  to  it,  that  is,  upwards  of  18  tons.  It 
was  soon  manifest  that  a  very  powerful  competitor  had 
entered  the  field. 

For  two  hours  "  the  Sans  Pared"  kept  going  with 
great  regularity  and  during  that  time  completed  upwards 
of  25  miles.  It  went  occasionally  when  at  its  utmost 
speed,  a  mile  in  4'  10"  and  4'  17"  being  at  the  rate  of 
nearly  15  miles  an  hour.  While  thus  bidding  fair,  if 
not  to  win  the  prize,  at  least  to  come  in  second  best,  a 
similar  accident  happened  to  it  as  befel  "  the  Novelty," 
one  of  the  feed  pipes  burst,  and  it  was  rendered  for  the 
time  incapable  of  proceeding. 

We  understand  the  judges  subsequently  resolved  that 
"  the  Sans  Pared"  should  have  another  trial  on  Friday, 
the  16th. 

Seventh  day,  \bth  October.  It  being  generally  under- 
stood that  this  was  to  be  the  day  of  a  more  decisive  trial 
of  Messrs.  Braithwaite  and  Erickson's  engine — that  is, 
according  to  the  new  conditions  named  by  the  judges — 
there  was  almost  as  numerous  an  assemblage  of  specta- 
tors as  on  the  first  day  of  the  competition. 

A  fresh  pipe  had,  it  appeared,  been  substituted  for  the 
one  which  failed  on  the  preceding  trial ;  one  or  two 
other  parts  of  the  machinery  that  were  in  a  faulty  state, 
had  also  been  renovated ;  but  the  engine  with  the  ex- 
ception of  some  of  the  flanges  of  the  boiler  being,  as  Mr. 
Erickson  expressed  it,  rather  green,  was  pronounced  in  a 
working  state.  The  load  assigned  to  it  by  the  judges 
was  6  tons  2  cwt. 

The  steam  was  on  this  occasion  got  up  to  a  pressure 


56 

of  50  lbs.  in  somewhat  less  than  40  minutes,  and  at  an 
expenditure  of  about  15  lbs.  of  Coke.  The  engine  now 
started  to  do  the  70  miles  for  a  continuance  ;  but  just 
as  it  had  completed  its  second  trip  of  three  miles,  when 
it  was  working  at  the  rate  of  15  miles  an  hour,  the  new 
cement  of  some  of  the  flanges  of  the  boiler,  yielded  to 
the  high  temperature  to  which  it  was  exposed,  and  the 
spectators  had  again  the  mortification  to  hear  it  an- 
nounced that  it  was  under  these  circumstances  impossi- 
ble the  trial  could  go  on. 

We  were  informed  that  early  on  Wednesday  morning 
before  we  reached  the  course,  an  experiment  had  been 
made  with  Mr.  Stephenson's  engine  on  a  part  of  the 
Rail-way  which  runs  with  an  inclination  of  1  in  96,  [55 
feet  per  mile]  and  that  it  drew  up  this  plane  a  carriage 
containing  25  passengers,  with  great  ease. 

[The  Novelty  was  subsequently  withdrawn  from  fur- 
ther competition,  and  the  Sans  Pared  was  excluded  by 
being  heavier  than  the  prescribed  weight.  The  pre- 
mium was  awarded  to  the  Rocket.] 

We  now  proceed  to  compare  the  rate  of  speed  accom- 
plished by  the  different  engines.  "  The  Novelty"  went 
on  the  second  day  of  the  competition  with  three  times 
its  weight  attached  to  it  20J  miles  in  one  hour.  The 
total  weight  moved,  including  the  carriage,  was  about 
15  tons. 

In  calculating  the  weight  in  this  instance  no  deduction 
was  made  on  account  of  the  engine's  carrying  its  own 
water  and  fuel,  but  when  prepared  for  its  intended  trials 
on  the  subsequent  days  of  the  competition,  due  allow- 
ance was  made  for  this  circumstance.  The  load  then 
assigned  to  it  by  the  judges  was  6  tons,  2  cwt.     When 


it  accomplished  the  trips  recorded  by  iMr.  Vignolet, 
(p.  138)  the  total  weight  moved,  including  that  of  a 
number  of  persons  on  the  engine  and  waggons,  was  only 
10  tons  6  cwt.  1  qr. ;  and  the  speed  which  it  then  real- 
ized was  nearly  equal  to  22  miles  an  hour.  It  will  be 
observed,  that  though  some  increase  of  velocity  was 
thus  acquired,  it  was  by  no  means  proportional  to  the 
reduction  of  the  weight ;  a  circumstance  which  is  doubt- 
less to  be  ascribed  to  the  very  imperfect  working  order 
in  which  the  engine  was  at  the  time  of  this  second  trial. 
When  the  weight  drawn  was  reduced  to  merely  that  of 
a  waggon  containing  45  persons,  equal  to  about  3i  tons, 
and  the  total  weight  moved  to  about  9  tons,  the  velocity 
was  increased  to  30  and  32  miles  per  hour;  a  rate 
though  unprecedently  great,  is  still  less  than  what  the 
previous  performances  of  this  engine  with  double  that 
weight  might  have  warranted  us  to  expect  from  it. 

The  total  weight  moved  by  "  the  Rocket"  when  it 
went  the  70  miles  continuously  was  17  tons;  and  the 
greatest  number  of  miles  which  it  traversed  in  any  one 
hour  was  I2h  miles.  Stripped  of  all  weight  and  carry- 
ing just  as  much  material  as  would  suffice  for  a  couple 
of  trips  of  a  mile  and  a  half  each,  it  went  at  the  rate  of 
30  miles  an  hour. 

Drawing  a  carriage  loaded  with  passengers  it  went 
at  a  velocity  which  sometimes  reached  24  miles  an  hour. 
The  weight  drawn  by  "  The  Sans  Pareil"  if  calculat- 
ed in  the  same  way  as  that  assigned  to  "  the  Rocket," 
must  have  been  13  tons  6  cwt.  (and  not  18  tons,  as 
stated  in  our  account  of  the  sixth  days  proceedings)  the 
total  weight   moved,    17    tons  14   cwt.     The   greatest 


8 


58 

speed   which  it   accomplished    in    one   hour   was    12£ 
miles.* 

The  comparative  speed  of  the  three  engines  as  veri- 
fied by  the  recent  experiments,  stands  therefore  as 
follows : 

MILES    PER    HOUR. 
With  a  load  equivalent  to  three  times  With  a  Carriage  and 

the  weight  of  the  engine.  Passengers. 

"The  SansPareil"    ...     12^ 
"The  Rocket"     .     .     .     .     12£  24 

» The  Novelty"     .     .     .     .     20f  32 


Experiments  on  the  Baltimore  and  Ohio  Rail  Road. 

From  the  Baltimore  American,  of  Dec.  29,  1829. 

Quite  a  lively  and  animated  scene  was  exhibited  yes- 
terday along  the  line  of  the  rail-road  which  is  laid  down 
between  the  Company's  lot  on    Pratt-street,    and  the 
Carrolton  Viaduct,  [one  and  a  half  miles.]     Although 
no  public  notice  had  been  given,  a  large  number  or  ci- 
tizens and  strangers  assembled  on  the  ground  for  the 
purpose  of  witnessing  the  trial  of  passenger  carriages, 
which  it  was  understood  would  take  place  at  1 1  o'clock. 
Accordingly,  about  that,  hour  a  single  horse  was  attach- 
ed to  two  of  the  Win  an 's  carriages,  containing  forty-one 
persons,  among  whom  we  noticed  Judge  Smith,  member 
of  the  U.  S.  Senate  from  South  Carolina,  and  the  fol- 
lowing members   of   the    House   of   Representatives : 
Messrs.  Creighton  and  Irwint  of  Ohio,  Ford  of  Penn- 
sylvania, Sprigg  and  Howard  of  Maryland,  Kendall  of 

*  The  cost  of  fuel  consumed  in  the  experiments  is  estimated  as  follows, 
viz.  by  the  Sans  Pared  2d.  per  mile,  the  Rocket  3  halfpence,  and  the 
Novelty  ]  farthing — the  fuel  used  being  coke  reckoned  at  20s.  per  ton. 


.VJ 

Massachusetts,  White  of  N.  York,  and  young  of  Connec- 
ticut ;  and  Messrs.  Reese  and  Dennis  of  the  Maryland 
Senate.  With  this  load  the  horse  moved  forward  with 
great  ease  and  rapidity  to  the  Viaduct  and  hack  again, 
.the  rate  of  speed  being  from  ten  to  eleven  miles  an 
hour. 

An  entirely  new  carriage,  on  the  same  principle,  but 
more  elegantly  finished,  was  now  brought  forward;  it 
was  filled  by  twenty-five  persons,  two-thirds  of  whom 
were  ladies.     The  road  wheels  of  this  carriage  were  of 
greater  diameter  than  the  others,  and  its  movements  ap- 
peared to  us  to  be  more  easy  and  efficacious  on  that 
account.     A  single  horse  drew  this  carriage  and  its  load 
to  the  end  of  the  road   and  back,  in  a  brisk  trot,  with 
very  slight   exertion.     A   second   trip   was   afterwards 
made  by  the  same  carriage  and  horse,  with  another  load 
of  twenty-five  persons,  at  the  rapid  rate  of  twelve  miles 
an  hour.     The  coupled  carriages  were  also  started  a 
second  time,  with  a  load  of  fifty-five  persons,  and  a  sin- 
gle horse  attached,  and  performed  the  distance  at  the 
rat ;  of  about  nine  miles  an  hour.     The  last  experiment, 
which  took  place  after  we  left  the  ground,  was  made  by 
attaching  the  three  carriages  to  each  other,  and  a  single 
horse  to  the  whole.     The  aggregate  number  of  persons 
in  these  carriages  was  eighty-four,  and  yet  with  this  ex- 
traordinary number,  wo  learn  that  the  animal  performed 
the  trip  with  the  same  case  and  velocity.     We  omitted 
to  state,  that  early  in  the  day,  a  carriage  of  light  con- 
struction, on  the  Winan's  principle,  was  tried,     ft  was 
fitted  with  a  winch,  for  the  purpose  of  being  propelled 
by  persons  seated  in  front  of  it.     In  this  way,  the  vehi- 
cle, with  seven  persons  in  it,  was  rapidly  propelled  by 
two;  but  owing  to  the  breaking  of  the  crank,  the  trial 


GO 

was  suspended.  We  are  informed,  that  later  in  the  dav, 
two  dogs  were  attached  to  this  car,  and  easily  drew  the 
six  persons  who  were  seated  in  it.  Although  the  Mac- 
adamized horse-path  was  quite  new,  and  in  an  unfavour- 
able state  for  use,  the  experiments  were  nevertheless  of 
a  highly  gratifying  character,  and  afforded  to  all  who 
were  present  the  most  conclusive  evidences  of  the  supe- 
rior advantages  which  a  rail-road  offers  for  the  trans- 
portation of  passengers  and  merchandize. 

From  the  Baltimore  American,  of  Jan.  2d. 

We  have,  on  several  late  occasions,  taken  notice  of 
the   novel  and  highly   satisfactory  experiments   which 
have  been  made  on  that  part  of  the  Baltimore  and  Ohio 
Rail-Road  laid  down  between  Pratt  Street  and  Carrolton 
Viaduct.     Notwithstanding  the  limited  extent  of  this  ex- 
perimental line,  the  road  appears  to  attract  fresh  crowds 
of  visiters  every  day  the  weather  will  permit,  all  of  whom, 
whether  citizens  or  strangers,  come  away  highly  grati- 
fied.    The  weather  yesterday  being  remarkably  mild  and 
pleasant,  vast,  numbers  availed  themselves  of  the  oppor- 
tunity to  examine  the  road  and   viaduct,    and  to  enjoy 
the  gratification  of  a  ride  in  the  Winan's  carriages.    The 
Hon.  the  Postmaster  General  having  reached  this  city 
the  evening  before,  and  bei"g  desirous  of  visiting  the 
road,  he  was  accordingly  accompanied  thither  yesterday 
by  the  gentlemen  attached  to  the  board  of  direction.    A 
carriage  having  been  brought  out,  the  party,  consisting 
of  twenty-four  ladies  and  gentlemen,  including  the  Post- 
master General,  were  drawn  to  the  viaduct  by  one  horse, 
in  actually  a  little  less  than  six  minutes.     After  alighting 
to  view  the  magnificent   granite   structure,  of  which  a 
minute  description  was  published  in  last  week's  Ameri- 


61 

can,  the  party  again  seated  themselves,  and  were  con- 
veyed back  lo  Pratt  Street  in  the  same  brief  period,  or  at 
the  extraordinary  rate  of  fifteen  miles  an  hour.    In  order 
to  show  the  perfect  ease  and  rapidity  with  which  heavy 
loads  can  be  transported  on  a  well  constructed  rail-road, 
three  carriages  were  attached  to  each  other,  and  being 
filled  with  more  than  eighty  persons,  were  readily  drawn 
by  one  horse,  at  the  rate  of  upwards  of  eight  miles  an 
hour.     Averaging  each  passenger  at  one  hundred  and 
fifty  pounds  weight,  and  estimating  the  three  carriages 
to  weigh  together  two  and  a  half  tons,  it  follows  that  a 
single  horse  has  actually  drawn  a  load  of  at  least  eight 
and  a  half  tons,  at  the  speed  of  upwards  of  eight  miles 
an  hour  ;  and  this  extraordinary  result  was  accomplish- 
ed without  any  apparent  distress  to  the  animal,  or  indeed 
uncommon  exertion  on  his  part. 

From  the  Baltimore  Patriot  of  January  7,  1830. 

Yesterday  by  invitation  of  the  President  and  Direc 
tors,  at  12  o'clock  the  Mayor  of  the  City,  and  the  mem- 
bers of  both  Branches  of  the  City  Council,  with  other 
gentlemen,  assembled  upon  the  ground.  The  compa- 
ny, forty-two  in  number,  were  placed  in  two  cars  con- 
nected together,  and  a  swift  trotting  horse  took  them 
easily  to  the  Carrolton  Viaduct  in  eight  minutes,  and 
returned  in  less  than  7J_  minutes,  being  at  the  rate  of 
about  thirteen  miles  an  hour. 


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